Metre Per Second – Premium Car Service & Repair — Plot No. M-8, Mahadevpuram, KPHB Road, Gajularamaram, Hyderabad, Telangana 500055. Call +91 8555824915.
Automatic / DSG / CVT Transmission Repair for Mercedes-Benz cars at Metre Per Second, KPHB Hyderabad, covers 6 Mercedes-Benz models built 2007–2022: C-Class (7G/9G), E-Class (7G/9G), C-Class 9G-Tronic, GLC 9G-Tronic, GLE 9G-Tronic and GLS 9G-Tronic. The setups we service are Mercedes 7G-Tronic 722.9, 9G-Tronic 725 planetary auto, OM651 and OM654; scoping is done on XENTRY Diagnosis with a C6 multiplexer before any parts are quoted. Typical Mercedes-Benz faults through the bay: 722.9 conductor plate / 13-pin connector seal failure with P0894, 9G-Tronic 725 mechatronic intermittent shift fault and Harsh shifts with P0741 lock-up clutch slip. Jobs begin at ₹8,500 – ₹38,000. Free inspection, fixed written quote, 12-month warranty, complimentary pickup and drop city-wide — typically 30–40% below what an authorised Mercedes-Benz centre charges.
Modern automatics are precision instruments. A DSG dual-clutch, a ZF 8HP planetary, a Mercedes 9G, an Aisin AWF, a Honda CVT — each needs OEM-spec ATF (Lebenslang G052/G055/G060, ZF Lifeguard 8, MB 236.14, Honda HCF-2), exacting fluid level (warm-fill on DSG, hot-fill via fill-port on ZF), and adaptation re-learn after any service. Get any of those wrong and the gearbox is on a clock. At MPS we run a 4-stage gearbox workflow: SCAN + CLUTCH-WEAR / SOLENOID-CURRENT LIVE READ (ISTA / XENTRY / ODIS / IDS — confirms whether it's the mechatronic, the clutch pack, the fluid, the cooler, or just adaptation that's the issue); FLUID + FILTER + PAN SERVICE (drain + flush, magnetic-filter inspection, gasket renewal, OEM-spec fluid in the right quantity); MECHATRONIC / VALVE-BODY / TCU REPAIR (bench rebuild of solenoids, lead-frame, accumulator, position-sensor block — done on dedicated bench, ~₹65k-1.4 lakh vs ₹2-3 lakh OE); CLUTCH PACK / TORQUE CONVERTER REBUILD (K1/K2 dry/wet clutch on DSG, lock-up clutch + planetary friction on torque-converter autos). We service Volkswagen Group DSG (DQ200 dry, DQ250 wet, DQ381, DQ500, DL501), ZF 6HP/8HP (BMW, Audi, Range Rover, Jaguar), Aisin TF-60SN/TG-81SC (VW, Volvo), Mercedes 722.6 / 722.9 / 725 7G/9G, BMW GA8HP/GS19/GS20, Honda 5AT/CVT, Toyota Aisin/Continuously Variable, Hyundai-Kia A6MF/A8/DCT. Every job ends with full adaptation re-learn, kick-down test, and 30-km road-test under load.
Mercedes-Benz builds its own automatics — the 7G-Tronic (722.9) in older cars and the 9G-Tronic (725.0) in nearly everything current — and their failure patterns are unlike any other brand's. The 722.9's known weak points are its conductor plate and speed sensors; the 9G-Tronic is stronger but demands strict fluid discipline. We diagnose on XENTRY with guided tests, repair valve bodies and conductor plates in-house, and perform SCN-coded programming where required.
Used in: C/E/S-Class, GL, ML (2005–2016)
In-house 7-speed with the TCM built into the valve body as a 'conductor plate' — elegant, but the plate's Y3/8n1 and Y3/8n2 speed sensors are its Achilles heel.
Watch for: No-reverse or limp mode from conductor-plate sensor failure, 2-3 flare, shudder from degraded fluid on high-mileage units.
Used in: Current C/E/S-Class, GLC, GLE, GLS
9-speed with a wider ratio spread and lighter torque converter; strong when serviced, sensitive to fluid age because of its tighter clutch tolerances.
Watch for: Harsh 4-3 and 3-2 downshifts, judder in creep, torque-converter pilot-bearing noise on early builds.
Used in: Older E/S-Class, V-Class, many pre-2006 cars
The legendary 5-speed — nearly immortal, with the electrohydraulic plate and connector sleeve as its only routine failures.
Watch for: The infamous leaking pilot-bushing connector letting oil wick into the TCM harness; delayed engagement from plate wear.
Used in: A/B-Class, CLA, GLA (FWD)
Getrag-built dual-clutch for the compact FWD family — a different animal from the torque-converter cars.
Watch for: Low-speed judder and creep-engagement clunk, usually clutch adaptation or wear rather than mechatronic failure.
Fluid: MB 236.14 / 236.15 (7G & 9G — not interchangeable) / 236.21 (7G-DCT). Interval: 60,000 km or 5 years.
Using 236.14 where 236.15 is specified causes shudder within weeks — the friction modifiers differ. We stock both and match by VIN.
Two Mercedes failures dominate our Hyderabad intake: 722.9 conductor plates — the car suddenly has no reverse or is locked in second, often after a hot afternoon in traffic — and 9G-Tronic harshness on cars that skipped the 60,000 km fluid service because a previous workshop called it lifetime-fill. The conductor plate is a repair we complete in-house with SCN coding, typically in two days; no gearbox replacement required.
Almost certainly not. On the 722.9, sudden no-reverse with fault codes for the Y3/8n1 or Y3/8n2 sensors is a conductor-plate failure — a known, repairable fault. We replace and SCN-code the plate in-house; the mechanical gearbox is usually perfect.
Yes — MB specifies 236.15 fluid and filter at 60,000 km / 5 years. The 9G's tighter clutch tolerances make it less forgiving of old fluid than the 7G ever was; most of the harsh-downshift complaints we see are cured by a proper service and adaptation reset.
Yes. Our XENTRY setup performs SCN-coded programming for conductor plates and TCMs, which is mandatory after 722.9 plate replacement — a plate fitted without coding will not shift correctly.
No — the CLA uses the 7G-DCT dual-clutch, not a torque-converter auto. Low-speed judder there is a clutch adaptation or wear issue, diagnosed with a different XENTRY guided test and repaired at a different (usually lower) cost.
Final price depends on diagnosis. We share a written estimate before any teardown — no surprises.
6 Mercedes-Benz models — C-Class (7G/9G) (2007-2022), E-Class (7G/9G) (2010-2022), C-Class 9G-Tronic (2014-2022), GLC 9G-Tronic (2015-2022), GLE 9G-Tronic (2015-2022) and GLS 9G-Tronic (2016-2022). Body styles range across Sedan and SUV. Each of those Mercedes-Benz models has its own automatic transmission repair page listing the exact automatic gearbox fitted, the faults we log on it in Hyderabad and what the job involves.
Mercedes 7G-Tronic 722.9, 9G-Tronic 725 planetary auto, OM651, OM654, M274, M276 V6, OM656 and M256 inline-6 — and 6 more variants Mercedes-Benz fitted to this range. On the bench that means unit codes OM651 / OM654 / M274 / M276 V6, OM651 / OM654 / OM656 / M274 / M276 V6 / M256 inline-6, M274 / OM651 / OM654 / M276, M264 / OM651 / OM654 / M276, M256 / OM642 / OM656 and M256 / OM656 3.0d. Model-by-model: C-Class (7G/9G) — 722.9 7G-Tronic / 725 9G-Tronic, E-Class (7G/9G) — 722.9 / 725 9G-Tronic, C-Class 9G-Tronic — 9G-Tronic 725.0, GLC 9G-Tronic — 9G-Tronic 725.0, GLE 9G-Tronic — 9G-Tronic 725.0 and GLS 9G-Tronic — 9G-Tronic 725.0. We confirm which one your car actually has before ordering anything, since parts, tolerances and the closing adaptation all change between a C-Class (7G/9G) and a GLS 9G-Tronic.
Model by model, the faults we log are C-Class (7G/9G) — 722.9 conductor plate / 13-pin connector seal failure with P0894; 9G-Tronic 725 mechatronic intermittent shift fault; Harsh shifts with P0741 lock-up clutch slip, E-Class (7G/9G) — 722.9 conductor plate failure with P0894; 9G-Tronic 725 mechatronic shift fault; ATF leak from conductor plate seal, C-Class 9G-Tronic — 725.0 valve body solenoid wear at 100,000 km; Conductor plate (Y3/8 sensor) failure; Harsh shifting from low fluid, GLC 9G-Tronic — GLC 9G-Tronic stuck in 4th with P2711 shift-valve error after heat-soak; DIRECT SELECT column lever losing D-R engagement intermittently; Torque converter drain-back rattle on cold start in basement parking, GLE 9G-Tronic — GLE 725.0 park-pawl actuator fault leaving the SUV locked in P; 9G-Tronic glide-mode re-engagement clunk on the OM656 straight-six; Conductor-plate speed-sensor dropout in monsoon humidity and GLS 9G-Tronic — GLS 9G-Tronic slipping the 2-3 shift when towing up Vikarabad ghats; 725.0 pump whine at cold idle on the GLS 400d; TCU adaptation drift after battery swaps done without XENTRY. Taken together the recurring themes on Mercedes-Benz are 722.9 conductor plate / 13-pin connector seal failure with P0894, 9G-Tronic 725 mechatronic intermittent shift fault, Harsh shifts with P0741 lock-up clutch slip, ATF leak from conductor plate seal, Slipping in higher gears from worn friction and 722.9 conductor plate failure with P0894. Hyderabad's crawl-speed traffic, 45°C summers and inconsistent fuel bring them forward by 20–30% against the Mercedes-Benz maintenance schedule, so we chase the root cause before quoting instead of replacing parts on symptoms.
Yes — every Mercedes-Benz automatic transmission repair starts with a full-system scan on XENTRY Diagnosis with a C6 multiplexer, so we read manufacturer live values, freeze-frame data and adaptation counters rather than generic OBD-II codes. That matters on Mercedes-Benz, because OM651 / OM654 / M274 / M276 V6, OM651 / OM654 / OM656 / M274 / M276 V6 / M256 inline-6, M274 / OM651 / OM654 / M276, M264 / OM651 / OM654 / M276 and M256 / OM642 / OM656 each report different parameter blocks and need their own test plan. After the repair we run whatever the automatic gearbox on your C-Class (7G/9G) or E-Class (7G/9G) needs — coding, basic settings, calibration or a guided adaptation — then re-scan and road-test to confirm the fault memory stays clear.
Indicative rates: ATF + filter ₹8,500 – ₹38,000; Mechatronic rebuild ₹65,000 – ₹1,40,000; DSG K1/K2 clutch ₹85,000 – ₹1,80,000; Full rebuild ₹1,40,000 – ₹3,80,000. Where your Mercedes-Benz lands inside that band depends on the variant — a C-Class (7G/9G) does not price like a GLS 9G-Tronic, and models on Mercedes 7G-Tronic 722.9 carry different part costs to those on 9G-Tronic 725 planetary auto. You get a written fixed-price estimate after a free inspection and before any teardown, normally 30–40% below an authorised Mercedes-Benz quote.
Most Mercedes-Benz jobs finish in 1–3 working days, and diagnosis plus the written estimate are usually same-day. Access drives the rest: a C-Class (7G/9G) or E-Class (7G/9G) is straightforward, whereas a GLS 9G-Tronic on M256 / OM656 3.0d needs extra bench time and a post-fit adaptation. Anything needing a part flown in for a Mercedes-Benz of that generation adds a day or two; we confirm the timeline with the quote and send daily photo updates from the bay.
You get our 12-Month Warranty covering both parts and workmanship, redeemable at KPHB with a no-charge re-inspection while it is live. Components for the C-Class (7G/9G), E-Class (7G/9G), C-Class 9G-Tronic, GLC 9G-Tronic and GLE 9G-Tronic — and the rest of the Mercedes-Benz table — are OE or OEM-equivalent only, and each part number plus its supplier brand goes on the printed invoice so nothing is hidden behind a line item.
Parts supply is rarely the blocker. Our Mercedes-Benz coverage spans 2007–2022, with the C-Class (7G/9G) (2007-2022) the oldest car in the table. Where Mercedes-Benz no longer supplies a component we go direct to the original manufacturer of that part, and a rebuildable automatic gearbox is overhauled rather than quoted as a new assembly — the reason an ageing Mercedes-Benz is usually worth fixing rather than writing off.
Collection and return are free of charge, and we run it daily to Financial District, Nanakramguda, Miyapur, Bachupally, Kompally, Somajiguda, Panjagutta, Attapur, Uppal and LB Nagar plus a dozen more areas. A Mercedes-Benz that cannot be driven safely goes on a flatbed at no extra cost. Message 8555824915 on WhatsApp with your model and year — C-Class (7G/9G), E-Class (7G/9G) or any other car in the list — and you will have a slot confirmed that day.
Two differences matter. First, we diagnose on XENTRY Diagnosis with a C6 multiplexer, the same platform the dealer uses, so nothing is guessed. Second, we repair at component level — a dealer's fix for the automatic gearbox on a C-Class (7G/9G) is usually a complete assembly swap, where ours is a targeted rebuild. The same technician quotes, repairs and signs off the car, and the result is typically 30–40% below a Mercedes-Benz dealer invoice on OE-grade parts across all 6 models we list.
ATF + filter + adaptation service is ₹8,500-38,000 depending on gearbox type and fluid. DSG DQ200/DQ250 mechatronic rebuild is ₹65,000-1.4 lakh vs ₹2-3 lakh OE. DSG K1/K2 clutch service is ₹85,000-1.8 lakh. ZF 6HP/8HP lead-frame + valve body is ₹65,000-1.8 lakh. Mercedes 7G/9G conductor plate + TCU is ₹45,000-1.4 lakh. Torque converter rebuild is ₹38,000-95,000. Full gearbox rebuild is ₹1.4-3.8 lakh. Fixed-price quote after live scan.
Yes — and the people telling you 'lifetime fluid' are wrong. ATF degrades from heat. By 60,000 km your DSG fluid is dark, the magnetic filter is loaded with friction-material debris, and varnish is forming on the solenoids. A ₹15-25k service every 60k km buys you 250-300,000 km of gearbox life. Skip it and you're rebuilding the mechatronic + clutch at 120-150,000 km for ₹2-3 lakh.
Honestly, torque-converter (Aisin in Toyota/VW, ZF in BMW/Audi/Land Rover, Mercedes 7G/9G) is more tolerant of stop-and-go than DSG. DSG dual-clutch is engineered for shift speed, not city slogging — the mechatronic and K1/K2 clutch wear faster in heavy traffic. That said, both are reliable for 250,000+ km IF you do the fluid service on time and IF the previous owner did too.
The mechatronic is the brain + valve body of a DSG dual-clutch — it houses the TCU PCB, solenoids, hydraulic accumulator and position sensors all in one ATF-bathed unit. Failures: solenoid wear, accumulator pressure loss, lead-frame fatigue (DQ250), PCB heat damage. Symptoms: harsh engagement, juddering, EPC / 'gearbox emergency' warnings, P0700 / P17BF / P189C codes. Bench rebuild ₹65k-1.4 lakh — replacement is ₹2-3 lakh OE.
Yes, extensively documented across BMW (5/6/7/X-series), Audi (A6/A7/A8/Q7), Range Rover, Jaguar XF/XJ. The lead-frame (copper-trace ribbon connecting TCU to solenoids) cracks from thermal cycling — intermittent shift faults, P0700, harsh shifts. We replace the lead-frame and re-learn adaptation — a fraction of the OE TCU price.
Possibly. Honda, Toyota and Maruti CVTs (Jazz, Civic, Camry, Corolla Altis, Baleno, Ciaz) use a steel belt + variator pulleys. Belt wear shows as whining, flare-up on acceleration, and 'rubber band' feel. Sometimes a step-motor solenoid drift causes the same symptoms — fluid + step-motor reset can buy time. Severe belt wear needs full pulley assembly rebuild, ₹1-2 lakh.
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