Mercedes-Benz Service

Introduction of the New 4MATIC Drive

in Model Series 221
Introduction into Service Manual

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 Mercedes-Benz Service

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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Information and copyright

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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 Preface

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

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 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

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 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

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 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

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 Brief description

Overview
Vehicle concept All-wheel drive concept

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

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 Technical data
Overview

Unit S 320 CDI S 350 S 450 S 500

Engine 642.932 272.975 273.924 273.968

Displacement cm3 2 987 3 498 4 663 5 461

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

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 Technical data

Overview
Unit S 320 CDI S 350 S 450 S 500

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 1 880/1 925 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 2 550/2 580 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

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Drive train

Transfer case

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

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 Drive train
Torque distribution

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

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Drive train

Planetary gear differential

1 Sun 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

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 Drive train
Planetary gear differential

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

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Drive train

Multidisk clutch

1 Friction disks 4 Disk spring

2 Planet carrier 5 Bracket
3 Externally toothed plates 6 Sun 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

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 Drive train
Multidisk clutch

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

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Drive train

Lateral output

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

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 Drive train
Lateral output

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

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Drive train

Oil feed

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

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 Drive train
Oil feed

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

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Drive train

Front axle differential

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

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 Drive train
Front axle shafts and engine oil pan

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

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 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.

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 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

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Chassis

ESP/4ETS control system

All 4MATIC vehicles in the S-Class feature Electronic Should one or more wheels nevertheless spin on a
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

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 Steering, wheel suspension, suspension

Chassis
1 Upper transverse control arm  6 Steering knuckle
(as on base model vehicle) 7 AIRMATIC air 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

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Special tools

Transmission

Extraction tool
Use Extraction tool for extracting the ring gear.

DC number W 722 589 01 33 00

P58.20-2200-00
FG 28

Set C

Assembly sleeve
Use Assembly sleeve for assembling the differen-
tial side gear.

DC number W 722 589 03 14 00

P58.20-2221-00
FG 27

Set B

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

P58.20-2222-00

FG 28

Set C

26 b Introduction of the New 4MATIC Drive in Model Series 221

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 Special tools
Front axle differential

Drift
Use Drift for installing the front and side radial
shaft sealing rings on the front axle differen-
tial.

DC number W 221 589 04 15 00

P58.20-2223-00
FG 33

Set B

Extraction tool
Use For extracting the front axle shaft, shaft seals
and pinion bearing from the front axle differ-
ential.

DC number W 221 589 04 33 00

P58.20-2224-00
FG 33

Set B

Assembly tool
Use Assembly tool for preventing damage to the
radial shaft sealing ring when installing the
drive shaft.

DC number W 221 589 01 98 00

P58.20-2225-00

FG 33

Set B

Introduction of the New 4MATIC Drive in Model Series 221 b 27

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 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 –