Michiel 2005's photos with the keyword: vacuum

Automatic transmission 722.112 under a 1980 Mercedes-Benz 280CE.

1985 Mercedes-Benz 300 CDT

It controls the vacuum for the automatic transmission.

It controls the vacuum for the automatic transmission.

1985 Mercedes-Benz 300 CDT

For a 1980 Mercedes-Benz 200D

The rounded side should be turned to the membrane.

Torn again, because I did install the holding plates incorrectly. Especially embarrassing because this is the vacuum pump of a 200D of a friend of mine.

These should be turned away from the membrane. I installed the right plate with the sharp side towards the membrane, which caused a tear.

Officially you should check the vacuum control valves by turning the engine off and check with the residual vacuum. You can also put in a T joint and connect a vacuum meter. Then you can check while the car is running or during driving.

Officially you should check the vacuum control valves by turning the engine off and check with the residual vacuum. You can also put in a T joint and connect a vacuum meter. Then you can check while the car is running or during driving.

The vacuum is needed to control the automatic transmission. On this particular model the vacuum controls both the shift points and the quality of the shift (hard or soft). When you don't press the accelerator, full vacuum (-0.75 bar) from the pump is fed to the transmission. When you press the accelerator the switchover valve connects the transmission to the output of the vacuum control valve on the diesel pump. The vacuum goes to -0.4 bar, the transmission shifts from 2nd to 1st gear. If you press the accelerator further, vacuum goes to 0 bar at full throttle. Less vacuum means later and harder shifts. Of course all these vacuum parts can fail after 30 years and then the shifts become hard and/or erratic.

The white thing is the vacuum modulator (not connected yet), two connection to measure the pressure inside the tranny. The black cable in the middle is an electric cable. The modulator controls the modulation pressure: idle = high vacuum = low modulation pressure; full throttle = low vacuum = high modulation pressure. The modulation pressure controls the other pressures (working pressure, controlling pressure and regulating pressure).