Mercedes-Benz Service
Introduction of the New 4MATIC Drive in Model Series 221
Introduction into Service Manual
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Introduction of the New 4MATIC Drive in Model Series 221
Introduction into Service Manual
Daimler AG · Parts Engineering and Technical Information (GSP/TI) · D-70546 Stuttgart
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Ordering workshop information Within Germany Telephone: +49-711-17-8 31 60 Fax: +49-711-17-8 34 51 E-mail: [email protected] Outside Germany Please get in touch with the contact person responsible for your market.
Questions and suggestions If you have any questions or suggestions concerning this product, please write to us at: Fax: +49-711-17-8 34 34 or Daimler AG GSP/TIO HPC R822 D-70546 Stuttgart
Poster Extra copies of the poster in DIN A2 format can be ordered through the usual channels under the following order number: 6516 1811 50
© 2006 Copyright Daimler AG This document, including all its parts, is protected by copyright. Any further processing or use requires the previous written consent of Daimler AG. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or processing in electronic systems, including databases and online services.
Title Image No. Envelope: P00.01-3290-00 Image No. Poster: P00.50-2092-00 Order No. Brochure: 6516 1345 02
07.06
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Dear Reader,
This Introduction into Service Manual presents the The Introduction into Service manual presents initial new 4MATIC vehicles in model series 221. information relating to the new 4MATIC vehicles and, as such, is not stored in WIS. The contents of this The purpose of this manual is to inform you of the manual are not updated and no provision is made for technical highlights featured in these new 4MATIC supplements. We will publicize modifications and new vehicles in advance of their market launch. This Intro- features in the relevant WIS documents. The informa- duction into Service manual is intended to provide tion presented in this Introduction into Service Manual information for people employed in service, mainte- may therefore differ from the more up-to-date infor- nance and repair as well as for aftersales staff. It is mation found in WIS. assumed here that the reader is already familiar with the Mercedes-Benz major assemblies currently on the All information relating to specifications and equip- market. ment is valid as of the copy deadline in May 2006 and may therefore differ from the current production In terms of the contents, the emphasis in this Intro- configuration. duction into Service manual is on presenting new and modified components and systems. This Introduction into Service Manual is not intended as an aid for repairs or for the diagnosis of technical problems. For such needs, more extensive information is avail- able in the Workshop Information System (WIS) and in the Diagnosis Assistance System (DAS). WIS is updated monthly. Therefore, the information available there reflects the latest technical status of our vehicles.
Daimler AG Teile-Technik und Technische Information (GSP/TI)
Introduction of the New 4MATIC Drive in Model Series 221 b 5 – This printout will not be recorded by the update service. Status: 03 / 2007 – Contents
Preface 5
Overview
Brief description 6
Technical data 8
Drive train
Transfer case 10
Torque distribution 11
Planetary gear differential 12
Multidisk clutch 14
Lateral output 16
Oil feed 18
Front axle differential 20
Front axle shafts and engine oil pan 21
Body
Frame-type integral support and engine mounts 22
Transmission cross brace and transmission bearing 23
Chassis
ESP/4ETS control system 24
Steering, wheel suspension, suspension 25
Introduction of the New 4MATIC Drive in Model Series 221 b 3 – This printout will not be recorded by the update service. Status: 03 / 2007 – Contents
Special tools
Transmission 26
Front axle differential 27
List of abbreviations 28
Index 29
4 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Brief description Overview
4MATIC drive
Designation Market Model designation Engine Transmission launch W 221 / V 221
S 320 CDI 4MATIC 12/2006 221.080 / 221.180 642.932 722.962
S 350 4MATIC 06/2007 221.087 / 221.187 272.975 722.960
S 450 4MATIC 09/2006 221.084 / 221.184 273.924 722.961
S 500 4MATIC 09/2006 221.086 / 221.186 273.968 722.961
6 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Brief description
Vehicle concept All-wheel drive concept Overview The new 4MATIC vehicles in the S-Class are available • Standardized all-wheel drive for model series 221, as sedans with short and long wheelbase. They are 212 and 204 offered with the 6- and 8-cylinder gasoline engines • Permanent all-wheel drive with central differential M272 and M273, and with the 6-cylinder diesel engine • Integration of the transfer case in the automatic OM642. transmission • Reduction of tooth engagements and optimized All models are equipped as standard with the lubrication concept "7G-TRONIC" 7-speed automatic transmission. • Front and rear axle gears designed for fuel Due to the compact design of the automatic transmis- economy in aluminum housings sion with integral transfer case and the preservation of • Basic locking power of 50 Nm to improve traction the same attachment points as on the base model at low engine torques and to counter drive train vehicle, no bodyshell modifications are necessary. vibrations Noise and vibration characteristics are significantly • Identical oil pans and frame-type integral supports improved and are comparable with those of the base in 4MATIC vehicles of all model series model vehicle. Further improvements have been • 4-link all-wheel drive front axle (identical concept achieved in terms of ride comfort, vehicle dynamics to base model vehicle) and fuel economy. • Standardized steering gear in front of the wheel center, as on the base model vehicle Advantages over the predecessor model • Comfort suspension system with dynamic vehicle series level increase (for driving on rough roads) (model series 220 4MATIC) • Standardized bodyshell: Therefore substantially reduced production costs • Standardized bodyshell for base model and all- • Optimized transmission/engine mount concept wheel drive vehicle: The frame-type integral support is the only bodyshell feature specific to the all-wheel drive versions. The compact design of the all-wheel drive system means that the "tunnel dent" in the front passenger footwell is unnecessary. The engine mounts could be located in the same positions as on the base model vehicle. • Optimized efficiency: Power losses and fuel consumption are minimized by a reduced number of tooth engagements, an optimized lubrication concept and the fuel-economy design of the front and rear axle gears. • Improved suspension: The 4-link all-wheel drive front axle with the steering gear in front of the wheel center allows more precise handling and even better ride comfort. • Reduction of the all-wheel drive weight penalty to < 70 kg
Introduction of the New 4MATIC Drive in Model Series 221 b 7 – This printout will not be recorded by the update service. Status: 03 / 2007 – Technical data
Unit S 320 CDI S 350 S 450 S 500 Overview
Engine 642.932 272.975 273.924 273.968
Displacement cm3 2987 3 498 4663 5461
Rated output kW (hp) 173 (235) 200 (272) 250 (340) 285 (388) at engine speed at rpm 3 600 6 000 6 000 6 000
Rated torque Nm 540 350 460 530 at engine speed at rpm 1 600...2 400 2 400...5 000 2 700...5 000 2 800...4 800
4MATIC transmission 722.962 722.960 722.961
Weight (with oil + torque kg 107 converter) Overall length (with mm 816 transfer case) Oil quantity (ATF) l 9.0 + 0.7 (transfer case)
Gear ratios: 1st gear i = 4.377 2nd gear i = 2.859 3rd gear i = 1.921 4th gear i = 1.368 5th gear i = 1.000 6th gear i = 0.820 7th gear i = 0.728 1st reverse gear i = 3.416 2nd reverse gear i = 2.231
Transfer case torque distri- % 45/55 bution, front/rear axle
Front axle differential VAG 175 FE (ring gear diameter 175 mm)
Weight (with oil) kg 16.5
Oil quantity l 0.6
Final drive ratio i = 2.65 i = 3.07 i = 2.65
8 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Technical data
Unit S 320 CDI S 350 S 450 S 500 Overview
Rear axle gear HAG 200 FE (ring gear diameter 200 mm)
Weight (with oil) kg 30.8 30.5 30.8
Oil quantity l 1.1
Final drive ratio i = 2.65 i = 3.27 i = 2.65
Weights
Curb weight W/V (as per DIN) kg 1 955/2 000 1880/1925 1 940/1 985 1 940/1 985
Max. payload W/V kg 670/655 670/655 680/655 680/655
Permissible gross vehicle kg 2 625/2 655 2550/2580 2 620/2 640 2 620/2 640 weight W/V Performance
Acceleration 0 - 100 km/h s 7.4 7.3 5.9 5.1
Maximum speed km/h 236 250 (governed)
Dimensions
Tires (standard tires) 235/55 R17 or 255/45 R18
Turning circle W/V m 11.9/12.3
Vehicle length W/V mm 5 076/5 206
Vehicle width mm 1 871
Vehicle height mm 1 473 (speed-dependent -10...+40)
Wheelbase W/V mm 3 035/3 165
Track width, front/rear mm 1 600/1 606
Introduction of the New 4MATIC Drive in Model Series 221 b 9 – This printout will not be recorded by the update service. Status: 03 / 2007 – Transfer case Drive train
1 Automatic transmission output shaft 6 Lateral output with integral universal joint 3 Planetary gear differential 7 Front axle propeller shaft 4 Rear axle output 8 Multidisk clutch 5 Lateral output drive gear (with sun gear) 9 Automatic transmission
The transfer case is integrated in the rear part of the 7-speed automatic transmission. A special feature is the single-speed lateral output of the transfer case, which contains a universal joint (that of the propeller shaft to the front axle). The single-speed design means that the spur gear set and bearing from the two-speed lateral output of previous transfer cases are no longer necessary. This has positive effects on the efficiency, weight and noise behavior of the drive train. $ Repair information The transfer case cannot be replaced separately. It must be replaced or repaired complete with the automatic transmission.
10 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Torque distribution Drive train
1 Automatic transmission output shaft 4 Rear axle output 2 Transfer case drive shaft (ring gear) 5 Lateral output drive gear (with sun gear) 3 Double planetary gear set (planetary gear differential) 6 Front axle lateral output
The double planetary gear set acts as a planetary gear differential between the front and rear axles, via which the engine torque is distributed. The gear ratio is designed so that 55 % of the engine torque is transmitted to the rear axle and 45 % to the front axle.
Introduction of the New 4MATIC Drive in Model Series 221 b 11 – This printout will not be recorded by the update service. Status: 03 / 2007 – Planetary gear differential Drive train
1Sun gear 4 Ring gear 2 Planet carrier 5 Planetary gear guide 3 Double planetary gear set
The planetary gear differential distributes the engine torque from the automatic transmission to the outputs to the front and rear axles. The ring gear is connected with the output shaft of the automatic transmission. It transmits the engine torque converted by the automatic transmission to the double planetary gear set. The planet carrier forms the output to the rear axle and the sun gear transmits the engine torque via the lateral output to the front axle. $ The ratio in which the engine torque is distributed results from the gear ratio between the ring gear and the sun gear.
12 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Planetary gear differential Drive train
1 Lateral output drive gear with sun gear 6 Rear axle drive 2 Planet carrier with double planetary gear set 7 Snap ring 4 Ring gear with transfer case drive shaft
When the vehicle is moving in a straight line, the input and output shafts of the planetary gear set rotate at the same speed. The planetary gear set rotates as a unit. Only when there is an rpm difference at the wheels on the front and rear axles (e.g. when cornering) does a relative movement occur between the sun gear and the planet carrier. The planetary gears then turn between the sun gear and the ring gear to compensate the rotational speed differences. The planetary gears are helically geared in order to achieve low noise levels as the planetary gears rotate.
$ In a permanent all-wheel drive system, a central differential is necessary in order to compensate different wheel speeds between the front and rear axles. In 4MATIC vehicles this function is performed by the planetary gear differential.
Introduction of the New 4MATIC Drive in Model Series 221 b 13 – This printout will not be recorded by the update service. Status: 03 / 2007 – Multidisk clutch Drive train
1 Friction disks 4 Disk spring 2 Planet carrier 5 Bracket 3 Externally toothed plates 6Sun gear
The planetary gear differential is fitted with a multidisk This principle of variable torque shifting provides clutch that connects the front axle output (sun gear) sustained improvements in the traction, directional with the rear axle output (planet carrier). stability and road adhesion of the vehicle, primarily in conditions of low friction (e.g. on roads slippery with The disk pack is subjected to a permanent spring force snow and ice). (pre-compressed). If any wheels on either axle are spinning, a friction torque is transmitted from the faster-turning axle to the slower-turning axle. This produces a variable torque shift of approx. 50 Nm between the front and rear axles depending on the driving condition.
14 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Multidisk clutch Drive train
1 Friction disks 4 Disk spring 2 Planet carrier 5 Bracket 3 Externally toothed plates
In addition, the pre-compressed multidisk clutch acts Interlocking the two drive trains causes the as a load change damper. It reduces the shock during changeover play effect of both drive trains to occur a load change (change from acceleration to overrun or simultaneously. The load change behavior of the from overrun to acceleration mode). 4MATIC vehicles can thus be reduced to the level of a rear-wheel drive vehicle. Any load change is accompanied by the effect resulting from the accumulated changeover play of all components forming part of the entire drive train. This can be felt by the driver as a load change jolt. As the changeover play in an all-wheel drive vehicle is significantly increased by the additional drive train to the front axle, load change jolts are especially pronounced in this case. $ Changeover play The changeover play is the sum of the play effects of all the gear wheels in the drive train when the load direction or direction of rotation is reversed.
Introduction of the New 4MATIC Drive in Model Series 221 b 15 – This printout will not be recorded by the update service. Status: 03 / 2007 – Lateral output Drive train
1 Lateral output drive gear 4 Lateral output 2 Lateral output driven gear 5 Propeller shaft to front axle differential 3 Universal joint 6 Positioning aid
A propeller shaft transmits the torque from the lateral output of the transfer case to the front axle differen- tial. The universal joint at the transmission end of the propeller shaft is integrated in the output gear of the lateral output. The propeller shaft tube is pushed over the yoke of the lateral output using a 7° spiral arc gearing. $ Repair information The universal joints must be assembled in a One tooth space at the beginning of the yoke predefined correlated position to gurantee the gearing is missing. The hub gearing on the uniform transfer of the rotation. propeller shaft has corresponding missing teeth at two opposite positions. This means that the propeller shaft tube can only be installed in two positions that are offset by 180°.
16 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Lateral output Drive train
4 Lateral output 5 Front axle propeller shaft 7 Front axle differential propeller shaft flange
At the front axle differential end, the propeller shaft is bolted to the drive pinion of the front axle differential via a flange connection.
$ A universal joint that runs under an articulation always produces a nonuniform rotary movement. If the angles formed between the axes of the propeller shaft tube and the yokes are the same and lie in the same plane, the nonuniform rotary movements of the two universal joints cancel each other out. The output speed of the propeller shaft passed on to the front axle differential is thus uniform.
Introduction of the New 4MATIC Drive in Model Series 221 b 17 – This printout will not be recorded by the update service. Status: 03 / 2007 – Oil feed Drive train
Oil exchange with vehicle stationary 1 Oil feed via oil return line from transmission oil cooler 4 Through hole to accumulation chamber 2 Through hole to lateral output chamber 5 Oil return to automatic transmission via central 3 Lateral output chamber tapered roller bearing
Because of their integrated design, the transfer case and automatic transmission have a common oil system. Oil from the oil return is fed from the transmission oil cooler to the transfer case via a separate feed inlet on the housing of the automatic transmission. The oil feed is restricted to approx. 100 ml/min by means of a restrictor in the oil line connector. An oil sump is formed in the lateral output chamber, the oil level of which is constantly regulated to max. 700 ml. If the oil level rises above 700 ml while the vehicle is stationary, the oil drains through the central tapered roller bearing into the automatic transmis- sion. Oil feed 1 Oil return line from transmission oil cooler 1a Fine-mesh filter 1b Restrictor
18 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Oil feed Drive train
Oil exchange while driving 1 Oil feed via oil return line from transmission oil cooler 6 Accumulation chamber 2 Through hole to lateral output chamber 7 Oil return to automatic transmission via oil return bore 4 Through hole to accumulation chamber
While driving, the oil from the lateral output chamber The oil feed to the planetary gear differential is is flung upwards into the accumulation chamber of the provided through two bores between the lateral drive transfer case by the rotation of the helically geared chamber and the planetary gear set chamber. spur gears. Here the oil is accumulated and drains back into the lateral output chamber via the through hole in the floor of the accumulation chamber. This principle keeps the oil sump while driving as small as possible in order to prevent substantial turbulence in the oil. If the oil level in the accumulation chamber rises above a level of max. 700 ml, the oil drains through a return hole into the automatic transmission. $ Service note Detailed instructions for checking the oil level and filling with oil will be available in WIS by the time of the market launch.
Introduction of the New 4MATIC Drive in Model Series 221 b 19 – This printout will not be recorded by the update service. Status: 03 / 2007 – Front axle differential Drive train
1 Propeller shaft flange 5 Right front axle shaft 2 Drive pinion 6 Intermediate shaft (for left front axle shaft) 3 Ring gear 7 Front axle differential carrier 4 Differential
The front axle differential is designed as a single- The ring gear is mounted at the engine end and is speed differential with low-friction (fuel economy) bolted to the differential cage of the differential. technology. This arrangement of the components of the front axle The housing of the front axle differential is made of differential reverses the direction of the rotation aluminum and is bolted to the engine oil pan via a imparted by the single-speed lateral output in the carrier. transfer case. The drive pinion is at an 83° angle to the ring gear in order to compensate for the angle of the propeller shaft relative to the front axle differential.
20 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Front axle shafts and engine oil pan Drive train
1 Front axle differential 4a Intermediate shaft passage 2 Right front axle shaft 5 Intermediate shaft bearing 3 Front axle differential carrier 6 Intermediate shaft 4 Engine oil pan 7 Left front axle shaft
On the outboard side, fixed joints with finish-forged Plug-in splines with snap ring locks allow the left front running surfaces are used. In order to allow a very axle shaft to be pushed onto the intermediate shaft small turning circle, the deflection capability of the and the right front axle shaft to be inserted in the front fixed joint was increased to 51.5°. axle differential. Tripod sliding joints with finish-forged running A new engine oil pan is used where the location of the surfaces are used on the front axle differential side central sump is the same for all engines. The modified and between the left front axle shaft and the interme- sump system necessitated the following new or modi- diate shaft. The geometry of the tripod sliding joints fied components: was optimized in order to reduce the internal friction • Oil pan upper and lower section forces and thereby improve the vibration behavior of • Oil suction pipe the vehicle. • Oil deflector The left front axle shaft and the front axle differential • Bracket for oil level switch are connected by an intermediate shaft, which is • Oil dipstick guide tube and oil dipstick passed through a tube cast in the engine oil pan. The intermediate shaft is supported on the left side of the engine oil pan with a roller bearing that is sealed on both sides.
Introduction of the New 4MATIC Drive in Model Series 221 b 21 – This printout will not be recorded by the update service. Status: 03 / 2007 – Frame-type integral support and engine mounts Body
1 Frame-type integral support 2 Vehicle jack support point (rubber) 3 Engine mount
Frame-type integral support Engine mounts
The geometry of the frame-type integral support devel- The front engine mounts have been repositioned in oped for the 4MATIC vehicles in the S-Class has been order to satisfy the following requirements: thoroughly revised, and the same unit is now used for • Favorable load distribution all three engine variants. Other design features are the • Bearing points outside the oscillation area of the result of the standardized bodyshell, such as the iden- powerplant tical attachment points of the frame-type integral • Stiff attachment points to the body support on the longitudinal members (in the same way as on the base model vehicle). They are positioned immediately above the front axle shafts and have a new, compact shape with flange The frame-type integral support is made of different mounting. higher-strength steels. These satisfy the stringent demands on the structural properties of the frame- type integral support. Particularly high standards were set for the load introduction points on the front axle, the steering and the engine, as well as the attachment points with the body longitudinal members. With maximum rigidity at the attachment points the frame- type integral support helps to ensure that high stan- dards are maintained in terms of acoustics, vibration comfort and crash safety.
22 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Transmission cross brace and transmission bearing Body
1 Transmission bearing 2 Transmission cross brace
By leaving the 8 bolting points in the tunnel area for The transmission bearing is designed as a conical the 3rd powerplant bearing unchanged, the following support. requirements on the bodyshell are satisfied: It sits directly between the transmission housing and the transmission brace. • No variants in bodyshell manufacture • Crash safety The crash behavior of the transmission bearing has • Durability been optimized by means of a deflection plane.
Because of the modified drive train geometry, the transmission cross brace was redesigned. It was adapted to suit requirements, such as: • Crash safety • Durability • Ease of installation • Vibration behavior
3 Transmission bolts 4 Transmission cross brace studs 5 Deflection plane for transmission oil pan 6 Locating aids for transmission
Introduction of the New 4MATIC Drive in Model Series 221 b 23 – This printout will not be recorded by the update service. Status: 03 / 2007 – ESP/4ETS control system
All 4MATIC vehicles in the S-Class feature Electronic Should one or more wheels nevertheless spin on a Chassis Stability Program (ESP) as standard in the basic equip- slippery surface, the 4ETS traction system intervenes. ment versions. Integrated into this is the electronic In this case the necessary brake pressure is automat- traction system 4ETS which has been specially modi- ically built up at each wheel to brake the spinning fied for the 4MATIC drive. This system replaces the wheels. At the same time, the locking differential mechanical interaxle and interwheel differential locks effect produced in this way shifts the drive torque to of traditional all-wheel drive systems. those wheels that are not spinning. The ESP monitors the vehicle's handling behavior in A warning lamp in the instrument cluster flashes to the following situations: notify the driver that one or more wheels are spinning. • Starting off The vehicle dynamics control (ESP, ASR, 4ETS) was • Cornering designed to produce the best possible compromise •Braking between traction and stability. • Overrun On the one hand, an acceleration process is not • Acceleration slip regulation (ASR) impeded or interrupted by unnecessary and exces- • Engine braking regulation (EBR) sively heavy control intervention, and on the other hand the stability of the vehicle is not impaired.
The goal was to further improve the handling, traction, directional stability and road adhesion of the S-Class in wintry conditions (snow- and ice-covered road surfaces).
The highest possible levels of traction, directional stability and road adhesion, taking into account the load distribution of the vehicle and the dynamically changing axle load distribution during acceleration, are achieved by the following measures: • The fixed distribution of the drive torque (front axle 45 % and rear axle 55 %) • The locking action of the multidisk clutch of approx. 50 Nm produces an additional passive alteration of the torque distribution
$ ESP shutoff Stability control can be switched off by pressing the "ESP OFF" switch. However, the 4ETS traction control continues to remain operational. A warning lamp in the instrument cluster shines constantly to indicate when stability control is switched off.
24 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Steering, wheel suspension, suspension Chassis
1 Upper transverse control arm 6 Steering knuckle (as on base model vehicle) 7AIRMATICair suspension strut 2 Stabilizer bar link rod 8 Front axle differential 3 Spring control arm 9 Stabilizer bar 4 Frame-type integral support 10 Rack-and-pinion steering 5 Torque strut
The 4MATIC vehicles are equipped with a rack-and- The 4MATIC vehicles are equipped with AIRMATIC air pinion steering system with a so-called Servotronic 2 suspension on the front and rear axles as standard. valve. This valves makes the manual torque and self- The level control system features the Adaptive centering function of the steering dependent on the Damping System (ADS II). vehicle speed. The AIRMATIC air suspension automatically lowers the The transverse steering gear is located in front of the vehicle by approx. 10 mm at speeds > 120 km/h in wheel center and produces a desirable understeering order to increase driving safety and reduce fuel self-steering behavior when subjected to lateral force. consumption. At speeds < 120 km/h the level adjustment switch can be pressed to raise the vehicle level by As in the rear-wheel drive S-Class, the front suspen- approx. 40 mm (for driving on rough roads). The raised sion follows the principle of a 4-link front axle with vehicle level is indicated by the lighting of the LED in further advances in terms of ride comfort. the level adjustment switch. The turning circle measures 11.9 m (W 221) or 12.3 m (V 221), each merely 0.1 m wider than that of the base model vehicle.
Introduction of the New 4MATIC Drive in Model Series 221 b 25 – This printout will not be recorded by the update service. Status: 03 / 2007 – Transmission
Extraction tool Use Extraction tool for extracting the ring gear. Special tools
DC number W 722 589 01 33 00
FG 28
Set C P58.20-2200-00
Assembly sleeve Use Assembly sleeve for assembling the differen- tial side gear.
DC number W 722 589 03 14 00
FG 27
Set B P58.20-2221-00
Drift Use For installing the radial sealing ring for the differential side gear in the transmission housing.
DC number W 722 589 14 15 00
FG 28
Set C P58.20-2222-00
26 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Assembly tool tool Extraction Drift DC number DC number DC number Use Use Use Set Set Set FG FG FG B 33 221 589 019800 W drive shaft. shaftsealingringwheninstallingthe radial Assembly toolforpreventingdamagetothe B 33 221 589 043300 W ential. and pinionbearingfromthefrontaxlediffer For extractingtheshaftseals front axleshaft, B 33 221 589 041500 W tial. shaft sealingrings on thefrontaxledifferen Drift forinstallingthe – This printout willnot berecorded bythe update service. Status: 03/2007 – Introduction of the New 4MATIC Drive in Model Series 221 Series in Model Drive Introduction oftheNew 4MATIC front andside radial - - Front axledifferential b
P58.20-2225-00 P58.20-2224-00 P58.20-2223-00 27 Special tools List of abbreviations
ADS FE Adaptive damping system Fuel economy
ASR HAG Acceleration skid control Rear axle gear
ATF LED Automatic transmission fluid Light-emitting diode
BR MSR Model series Engine braking regulation (EBR)
DAS SA Diagnosis Assistance System Special equipment
DIN VAG German Standards Institute Front axle differential
ESP VG Electronic Stability Program Transfer case
ETS WIS Electronic traction system Workshop Information System
28 b Introduction of the New 4MATIC Drive in Model Series 221 – This printout will not be recorded by the update service. Status: 03 / 2007 – Index
C M T Changeover play ...... 15 Multidisk clutch ...... 14 Technical data ...... 8 Torque distribution ...... 11 E O Transfer case ...... 10 Engine mounts ...... 22 Oil supply ...... 18 Transmission bearing . . . . . 23 Engine oil pan ...... 21 Transmission cross brace . . 23 ESP/4ETS control system . . 24 P Planetary gear differential . . 12 V F Vehicle overview ...... 6 Frame-type integral support . 22 S Front axle differential . . . . . 20 Special tools for engine . . . 26 W Front axle shafts ...... 21 Special tools for front axle Wheel suspension ...... 25 differential ...... 27 L Steering ...... 25 Lateral output ...... 16 Suspension ...... 25 Load change damper . . . . . 15
Introduction of the New 4MATIC Drive in Model Series 221 b 29 – This printout will not be recorded by the update service. Status: 03 / 2007 –