Transmission Assembly for 2014-2016 Mercedes-Benz E250, E350

A quick look at your own vehicle makes sure the right transmission shows up:

• Verify your transmission code is 722.965 by checking the stamped ID on the side of your transmission case or decoding your VIN.
• Confirm your vehicle is AWD (4MATIC) as this unit will not fit RWD models.
• Confirm with your shop before ordering that they have the aftermarket tools (like iSCAN NX) to clone an FBS4 conductor plate, or plan to swap your original conductor plate over.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• Mercedes 722.9 Transmission Fill Adapter (e.g., CTA 7415)
• Pressurized fluid pump/filler
• Diagnostic scan tool capable of reading real-time transmission fluid temperature (e.g., Xentry, Autel MaxiSys, or iSCAN NX)
• Low-range torque wrench (capable of 4 Nm and 7 Nm)
• E-Torx and Torx socket sets (specifically E10 and T30)

Budget for these consumables at install:

• Mercedes-Benz Specification 236.15 (Blue fluid) ATF
• Filter and Pan Gasket Kit
• New Aluminum Pan Bolts (single-use torque-to-yield fasteners)
• Torque Converter Seal / front pump input shaft seal
• Torque converter drain plug crush washer
• Cooler Line Flush

What your vehicle’s computers will need after the swap:

What’s involved: Security/Immobilizer re-marriage (FBS4) and TCM adaptive relearn

The 2014 E-Class uses the Mercedes FBS4 (Drive Authorization System 4) immobilizer. The TCM (VGS4-NAG2) inside this transmission is strictly VIN-locked to the donor vehicle. A Mercedes dealership cannot reprogram a used FBS4 conductor plate. You must either swap your original, working valve body and conductor plate into this replacement transmission, or use an advanced aftermarket tool (like the iSCAN NX with a Y-cable) to virginize and clone the donor TCM, or send both TCMs to a mail-in cloning service.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• Torque Converter Seating: Ensure the torque converter is fully seated onto the transmission's primary oil pump gears (must click/drop back three distinct times) before bolting to the engine to avoid cracking the primary oil pump.
• Torque-to-Yield Pan Bolts: Torque new aluminum pan bolts to exactly 4 Nm (35 inch-pounds) plus a 180-degree turn. Do not reuse old bolts as they will snap.
• Fluid Leveling Procedure: Pump fluid in through the bottom drain plug adapter. Check and set the level at exactly 45°C (113°F) while the engine is running.
• Transfer Case Seal Fragility: Take extreme care not to nick or tear the front output shaft seal inside the integrated transfer case with the splines when reinstalling the front driveshaft.
• FBS4 Immobilizer Lockout: If installed without addressing programming (cloning the TCM or swapping your old one), the car will not start or shift out of Park.

Easy to get right once you know them:

• Using the wrong ATF: Putting older Red fluid (MB 236.14) into this transmission instead of the required Blue fluid (MB 236.15).
• Reusing the aluminum pan bolts, which causes them to snap off in the case during installation or back out over time.
• Assuming plug-and-play operation without planning for the FBS4 immobilizer programming or swapping the original conductor plate.
• Failing to flush the cooler lines, allowing debris from the previous failed transmission to contaminate the replacement unit.
• Checking the fluid level without a scan tool to verify the exact 45°C temperature, leading to incorrect fluid levels.

Not issues with the units on this page — the manufacturer documented these for every transmission of this family, wherever you buy one. Handy for your installer: