Mercedes-Benz 5G-Tronic transmission

5G-Tronic
5G-Tronic
Overview
Manufacturer	Mercedes-Benz Group AG; Chrysler Group LLC; FCA-US
Model code	W5A 330 · W5A 580 · A580 (Chrysler) · Type 722.6
Production	1996-2020
Body and chassis
Class	5-speed longitudinal automatic transmission
Related	ZF 5HP family · ZF 6HP
Chronology
Predecessor	4G-Tronic
Successor	7G-Tronic

5G-Tronic is the unofficial name given by car enthusiasts to Mercedes-Benz's 5-speed automatic transmission type 722.6. It was produced from 1996 to 2020 in different variants as converter-5-gear-automatic transmission (German: Wandler-5-Gang-Automatik). The core models W5A 330 and W5A 580 are for engines up to 330 N⋅m (243 lb⋅ft) or 580 N⋅m (428 lb⋅ft) maximum input torque. The W5A 280 and W5A 300 were built for vans and SUVs, the W5A 400 for off-road applications (RWD and 4X4), and the W5A 900 (up to 1,000 N⋅m (738 lb⋅ft)) for V12-applications.

This fourth-generation transmission by Mercedes-Benz replaced the older 4-speed 4G-Tronic transmission-family and its 5-speed derivative, and was replaced by the much more complex and costly 7-speed Mercedes-Benz 7G-Tronic transmission (model W7A 700 · type 722.9) introduced in 2003. Due to its high torque capacity and lower cost, it was retained for turbocharged V12 engines, 4-cylinder applications and commercial vehicles for almost a decade. Production ended in 2020 with niche applications like Sprinter with petrol/CNG M111 engine and Jeep Wrangler.

Gear Ratios^[a]
Model	Type Series	First Delivery	Gear							Total Span			Avg. Step	Components
Model	Type Series	First Delivery	R 2	R 1	1	2	3	4	5	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	Total	per Gear^[b]

W5A 330^[c]	722.6 NAG 1 ^[d]	1996	−1.899	−3.100	3.932	2.408	1.486	1.000	0.830	4.735	3.733	1.807	1.475	3 Gearsets 3 Brakes 3 Clutches	1.800
W5A 580^[e]		1996	−1.926	−3.160	3.588	2.186	1.405	1.000	0.831	4.315	3.802	1.727	1.441
W5A 330^[c]		2004	−1.930	−3.147	3.951	2.423	1.486	1.000	0.833	4.742	3.778	1.814	1.476
W5A 580^[e]^[f]		2004	−1.926	−3.167	3.595	2.186	1.405	1.000	0.831	4.327	3.812	1.728	1.442

^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ^ Forward gears only ^ ^a ^b And W5A 280 for vans and W5A 300 for SUV ^ 1st generation of advanced automatic transmissions, at Mercedes-Benz referred to as NAG 1 (New Automatic Gearbox Generation, starting with type 722.6 as generation 1)^[1] ^ ^a ^b And W5A 400 for SUV and W5A 900 for V12-applications ^ Built by Chrysler as A580

Specifications

Operating Modes

Winter/Summer (Standard) Mode

Activated by a toggle switch, Winter mode sets the gearbox to start off in 2nd gear, both in Drive and Reverse. This is designed to reduce wheelspin on icy surfaces. Also in "W" mode the transmission will shift at lower speeds. "S" mode is not sport but Sommer (German for summer) or Standard.

With Jaguar XJR applications the switch is labeled "Sport." In regular driving mode the gearbox starts off in 2nd gear, both in Drive and Reverse, and will only engage 1st gear when triggered via the kickdown switch (Drive only). While "Sport" mode is enabled the gearbox will always start off in 1st gear.

Speedshift (2001–)

Speedshift is a performance feature set for the Mercedes-Benz transmissions which includes manual mode and active downshifting. When cornering at high speed, the transmission maintains the same gear above a certain lateral acceleration level. It can also automatically downshift before overtaking.

It was first used in 2001 Mercedes-Benz C 32 AMG^[2] and 2001 Mercedes-Benz SLK 32 AMG.^[3]

AMG Speedshift (2002–)

A version with mechanical lock-up of the torque converter from first gear and steering-wheel-mounted shifter. AMG Speedshift is also used in 7G-Tronic transmission.^[4]

It was first used in 2002 Mercedes-Benz E 55 AMG, S 55 AMG, C55, CL 55 AMG.^[5]

AMG Speedshift R

A version used in Mercedes-Benz SLR McLaren. It includes three manual modes.

Gearset Concept: Cost Effectiveness

With planetary transmissions, the number of gears can be increased conventionally by adding additional gearsets as well as brakes and clutches, or conceptually by switching from serial to combined parallel and serial power flow. The conceptual way requires a computer-aided design. The resulting progress is reflected in a better ratio of the number of gears to the number of components used compared to existing layouts.

The W5A 330 and 580 are the first transmission family with combined parallel and serial power flow to prevent these transmissions from becoming larger, heavier, and more expensive. That is why Mercedes-Benz refers to them as NAG 1 (New Automatic Gearbox Generation, starting with type 722.6 as generation 1).^[1] With 9 main components, it saves 2 components compared to the W5A 030.

Gearset Concept: Cost-Effectiveness^[a]
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Input: Main Components
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

W5A Ref. Object	$n_{O1}$ $n_{O2}$	Topic^[b]	$n_{I}=n_{G}+$ $n_{B}+n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$	Topic^[b]	$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

W5A W4A^[c]	5^[d] 4^[e]	Progress^[b]	9 8	3 3^[f]	3 3	3 2
Δ Number	1	Progress^[b]	1	0	0	1
Relative Δ	0.250 ${\tfrac {1}{4}}$	2.000^[b] ${\tfrac {1}{4}}:{\tfrac {1}{8}}={\tfrac {1}{4}}\cdot {\tfrac {8}{1}}={\tfrac {2}{1}}$	0.125 ${\tfrac {1}{8}}$	0.000 ${\tfrac {0}{3}}$	0.000 ${\tfrac {0}{3}}$	0.500 ${\tfrac {1}{2}}$

W5A ZF 6HP^[g]	5^[d] 6^[e]	Late Market Position^[b]	9 8	3 3^[f]	3 2	3 3
Δ Number	-1	Late Market Position^[b]	-1	0	-1	0
Relative Δ	−0.167 ${\tfrac {-1}{6}}$	−1.333^[b] ${\tfrac {-1}{6}}:{\tfrac {1}{8}}={\tfrac {-1}{6}}\cdot {\tfrac {8}{1}}={\tfrac {-4}{3}}$	0.375 ${\tfrac {3}{8}}$	0.333 ${\tfrac {1}{3}}$	1.000 ${\tfrac {2}{2}}$	0.000 ${\tfrac {0}{3}}$

W5A ZF 5HP	5^[d] 5^[e]	Early Market Position^[b]	9 10	3 3^[f]	3 3	3 4
Δ Number	0	Early Market Position^[b]	-1	0	0	-1
Relative Δ	0.000 ${\tfrac {0}{5}}$	0.000^[b] ${\tfrac {0}{5}}:{\tfrac {-1}{10}}={\tfrac {0}{5}}\cdot {\tfrac {10}{-1}}={\tfrac {0}{-1}}$	−0.100 ${\tfrac {-1}{10}}$	0.000 ${\tfrac {1}{3}}$	0.000 ${\tfrac {2}{2}}$	−0.250 ${\tfrac {-1}{4}}$

W5A 3-Speed^[h]	5^[d] 3^[e]	Historical Market Position^[b]	9 7	3 2	3 3	3 2
Δ Number	2	Historical Market Position^[b]	2	1	0	1
Relative Δ	0.667 ${\tfrac {2}{3}}$	1.667^[b] ${\tfrac {2}{3}}:{\tfrac {2}{7}}={\tfrac {2}{3}}\cdot {\tfrac {7}{2}}={\tfrac {7}{3}}$	0.286 ${\tfrac {2}{7}}$	0.50 ${\tfrac {1}{2}}$	0.000 ${\tfrac {0}{3}}$	0.500 ${\tfrac {1}{2}}$

^ Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ^ Direct Predecessor To reflect the progress of the specific model change ^ ^a ^b ^c ^d plus 2 reverse gears ^ ^a ^b ^c ^d plus 1 reverse gear ^ ^a ^b ^c of which 2 gearsets are combined as a compound Ravigneaux gearset ^ Reference Standard (Benchmark) at that time The 6HP became the new reference standard (benchmark) for automatic transmissions at that time, which used the advantageous Lepelletier gear mechanism ^ Historical Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Gearset Concept: Quality

The 5G-Tronic is an electronically shifted 5-speed overdrive automatic transmission with torque converter lock-up, typically in gears 3, 4 and 5.

The biggest weakness of the gearset concept is the second gear, which is too short, but this affected all Mercedes-Benz transmissions, especially automatic transmissions.^[6] The 7G-Tronic in 2003 was the first to remedy this situation. As shown in the assessment table below, another weakness of the gearset concept is the strong reductions in speed increase in 5th gear.

Gear Ratio Analysis
In-Depth Analysis With Assessment^[a]		Planetary Gearset: Teeth^[b]			Count	Nomi- nal^[c] Effec- tive^[d]	Cen- ter^[e]
In-Depth Analysis With Assessment^[a]		Planetary Gearset: Teeth^[b]			Count	Nomi- nal^[c] Effec- tive^[d]	Avg.^[f]

Model Type	Version First Delivery	S₁^[g] R₁^[h]	S₂^[i] R₂^[j]	S₃^[k] R₃^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R 2 ${i_{R2}}$	R 1 ${i_{R1}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$
Step^[m]	${\frac {i_{R1}}{i_{R2}}}$	$-{\frac {i_{R1}}{i_{1}}}$ ^[n]	${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$ ^[o]	${\frac {i_{2}}{i_{3}}}$	${\frac {i_{3}}{i_{4}}}$	${\frac {i_{4}}{i_{5}}}$
Δ Step^[p]^[q]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed	${\frac {i_{1}}{i_{R2}}}$	${\frac {i_{1}}{i_{R1}}}$	${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$	${\frac {i_{1}}{i_{3}}}$	${\frac {i_{1}}{i_{4}}}$	${\frac {i_{1}}{i_{5}}}$
Δ Shaft Speed^[r]	${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$	$0-{\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$
Specific Torque^[s]	${\frac {T_{2;R2}}{T_{1;R2}}}$ ^[t]	${\tfrac {T_{2;R1}}{T_{1;R1}}}$ ^[t]	${\tfrac {T_{2;1}}{T_{1;1}}}$ ^[t]	${\tfrac {T_{2;2}}{T_{1;2}}}$ ^[t]	${\tfrac {T_{2;3}}{T_{1;3}}}$ ^[t]	${\tfrac {T_{2;4}}{T_{1;4}}}$ ^[t]	${\tfrac {T_{2;5}}{T_{1;5}}}$ ^[t]
Efficiency $\eta _{n}$ ^[s]	${\tfrac {T_{2;R2}}{T_{1;R2}}}:{i_{R2}}$	${\tfrac {T_{2;R1}}{T_{1;R1}}}:{i_{R1}}$	${\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}$	${\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}$	${\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}$	${\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}$	${\tfrac {T_{2;5}}{T_{1;5}}}:{i_{5}}$

W5A 280^[u] W5A 300^[v] 722.6	280 N⋅m (207 lb⋅ft) 300 N⋅m (221 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 3.7331^[d]^[n]	1.8070
W5A 280^[u] W5A 300^[v] 722.6	280 N⋅m (207 lb⋅ft) 300 N⋅m (221 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 3.7331^[d]^[n]	1.4751^[m]
Ratio	−1.8986	−3.1002^[n]^[d]	3.9319	2.4079^[q]	1.4857^[q]	1.0000^[m]	0.8305^[r]

W5A 330 722.6^[w]	330 N⋅m (243 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 3.7331^[d]^[n]	1.8070
W5A 330 722.6^[w]	330 N⋅m (243 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 3.7331^[d]^[n]	1.4751^[m]
Gear Ratio	−1.8986 $-{\tfrac {966}{493}}$	−3.1002^[n]^[d] $-{\tfrac {120,744}{38,947}}$	3.9319 ${\tfrac {315,276}{80,185}}$	2.4079^[q] ${\tfrac {2,444}{1,015}}$	1.4857^[q] ${\tfrac {52}{35}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8305^[r] ${\tfrac {60,372}{72,697}}$
Step	1.6329	0.7885^[n]	1.0000	1.6329	1.6207	1.4857^[m]	1.2042
Δ Step^[p]				1.0075^[q]	1.0908^[q]	1.2338
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[r]
Specific Torque^[s]	–1.8356 –1.8044	–2.9741 –2.9122	3.8462 3.8038	2.3738 2.3569	1.4760 1.4711	1.0000	0.8239 0.8205
Efficiency $\eta _{n}$ ^[s]	0.9668 0.9504	0.9593 0.9394	0.9782 0.9674	0.9859 0.9788	0.9935 0.9902	1.0000	0.9921 0.9880

W5A 400 722.6^[x]	400 N⋅m (295 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.7270
W5A 400 722.6^[x]	400 N⋅m (295 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.4413^[m]
Ratio	−1.9259	−3.1605^[n]^[d]	3.5876	2.1862^[q]	1.4054^[q]	1.0000	0.8314^[r]

W5A 580 722.6^[y]	580 N⋅m (428 lb⋅ft) 1996^[7]^[8]	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.7270
W5A 580 722.6^[y]	580 N⋅m (428 lb⋅ft) 1996^[7]^[8]	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.4413^[m]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1605^[n]^[d] $-{\tfrac {256}{81}}$	3.5876 ${\tfrac {3,584}{999}}$	2.1862^[q] ${\tfrac {728}{333}}$	1.4054^[q] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8314^[r] ${\tfrac {3,328}{4,003}}$
Step	1.6410	0.8810^[n]	1.0000	1.6410	1.5556	1.4054	1.2028
Δ Step^[p]				1.0549^[q]	1.1068^[q]	1.1684
Speed	–1.8628	–1.1351	1.0000	1.6410	2.5527	3.5876	4.3152
Δ Speed	0.7277	1.1351	1.0000	0.6410	0.9117	1.0349	0.7277^[r]
Specific Torque^[s]	–1.8605 –1.8283	–3.0294 –2.9651	3.5137 3.4772	2.1580 2.1440	1.3973 1.3932	1.0000	0.8247 0.8213
Efficiency $\eta _{n}$ ^[s]	0.9661 0.9493	0.9585 0.9382	0.9794 0.9692	0.9871 0.9807	0.9942 0.9913	1.0000	0.9920 0.9878

W5A 900 722.6^[z]	900 N⋅m (664 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.7270
W5A 900 722.6^[z]	900 N⋅m (664 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 3.8015^[d]^[n]	1.4413^[m]
Ratio	−1.9259	−3.1605^[n]^[d]	3.5876	2.1862^[q]	1.4054^[q]	1.0000	0.8314^[r]

W5A 330 722.6^[aa]	330 N⋅m (243 lb⋅ft) Chrysler · 2004	58 92	34 70	65 103	3 3	4.7425 3.7777^[d]^[n]	1.8143
W5A 330 722.6^[aa]	330 N⋅m (243 lb⋅ft) Chrysler · 2004	58 92	34 70	65 103	3 3	4.7425 3.7777^[d]^[n]	1.4757^[m]
Gear Ratio	−1.9303 $-{\tfrac {3,380}{1,751}}$	−3.1473^[n]^[d] $-{\tfrac {126,750}{40,273}}$	3.9510 ${\tfrac {9,360}{2,369}}$	2.4233^[q] ${\tfrac {1,248}{515}}$	1.4857^[q] ${\tfrac {52}{35}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8331^[r] ${\tfrac {253,500}{304,279}}$
Step	1.6304	0.7966^[n]	1.0000	1.6304	1.6311	1.4857^[m]	1.2003
Δ Step^[p]				0.9996^[q]	1.0978^[q]	1.2378
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[r]
Specific Torque^[s]	–1.8663 –1.8346	–3.0193 –2.9565	3.8647 3.8220	2.3888 2.3717	1.4760 1.4711	1.0000	0.8266 0.8232
Efficiency $\eta _{n}$ ^[s]	0.9668 0.9504	0.9593 0.9394	0.9782 0.9674	0.9859 0.9788	0.9935 0.9902	1.0000	0.9921 0.9880

W5A 580 722.6^[ab]	580 N⋅m (428 lb⋅ft) Chrysler · 2004	58 90	30 74	60 108	3 3	4.3266 3.8115^[d]^[n]	1.7284
W5A 580 722.6^[ab]	580 N⋅m (428 lb⋅ft) Chrysler · 2004	58 90	30 74	60 108	3 3	4.3266 3.8115^[d]^[n]	1.4422^[m]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1671^[n]^[d] $-{\tfrac {3,848}{1,215}}$	3.5951 ${\tfrac {1,456}{405}}$	2.1862^[q] ${\tfrac {728}{333}}$	1.4054^[q] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8309^[r] ${\tfrac {3,848}{4,631}}$
Step	1.6444	0.8810^[n]	1.0000	1.6444	1.5556	1.4054	1.2035
Δ Step^[p]				1.0571^[q]	1.1068^[q]	1.1678
Speed	–1.8667	–1.1351	1.0000	1.6444	2.5580	3.5951	4.3266
Δ Speed	0.7315	1.1351	1.0000	0.6444	0.9136	1.0370	0.7315^[r]
Specific Torque^[s]	–1.8605 –1.8283	–3.0356 –2.9711	3.5210 3.4843	2.1580 2.1440	1.3973 1.3932	1.0000	0.8242 0.8208
Efficiency $\eta _{n}$ ^[s]	0.9661 0.9493	0.9585 0.9381	0.9794 0.9692	0.9871 0.9807	0.9942 0.9913	1.0000	0.9920 0.9878

Actuated Shift Elements^[ac]
Brake 1^[ad]		❶	❶				❶
Brake 2^[ae]			❶	❶	❶
Brake BR^[af]	❶	❶
Clutch 1^[ag]	❶			❶	❶	❶
Clutch 2^[ah]					❶	❶	❶
Clutch 3^[ai]	❶	❶	❶	❶		❶	❶
Geometric Ratios
Ratio R2 & R1 Ordinary^[aj] Elementary Noted^[ak]	$i_{R2}=-{\frac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$			$i_{R1}=-{\frac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$
Ratio R2 & R1 Ordinary^[aj] Elementary Noted^[ak]	$i_{R2}=-\left(1+{\tfrac {R_{2}}{S_{2}}}\right){\tfrac {S_{3}}{R_{3}}}$			$i_{R1}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\right){\tfrac {S_{3}}{R_{3}}}$

Ratio 1 & 5 Ordinary^[aj] Elementary Noted^[ak]	$i_{1}={\frac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$			$i_{5}={\frac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$
Ratio 1 & 5 Ordinary^[aj] Elementary Noted^[ak]	$i_{1}=\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {S_{2}}{R_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$				$i_{5}={\tfrac {1}{1+{\tfrac {\tfrac {R_{3}}{S_{3}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\right)}}}}$

Ratio 2–4 Ordinary^[aj] Elementary Noted^[ak]	$i_{2}={\frac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$				$i_{3}={\frac {S_{2}+R_{2}}{R_{2}}}$		$i_{4}={\frac {1}{1}}$
Ratio 2–4 Ordinary^[aj] Elementary Noted^[ak]	$i_{2}=\left(1+{\tfrac {S_{2}}{R_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$				$i_{3}=1+{\tfrac {S_{2}}{R_{2}}}$		$i_{4}={\frac {1}{1}}$
Kinetic Ratios
Specific Torque^[s] R2 & R1	${\tfrac {T_{2;R2}}{T_{1;R2}}}=-\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right){\tfrac {S_{3}}{R_{3}}}\eta _{0}$			${\tfrac {T_{2;R1}}{T_{1;R1}}}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right){\tfrac {S_{3}}{R_{3}}}\eta _{0}$

Specific Torque^[s] 1 & 5	${\tfrac {T_{2;1}}{T_{1;1}}}=\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {S_{2}}{R_{2}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$				${\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{1+{\tfrac {{\tfrac {R_{3}}{S_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right)}}}}$

Specific Torque^[s] 2–4	${\tfrac {T_{2;2}}{T_{1;2}}}=\left(1+{\tfrac {S_{2}}{R_{2}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$				${\tfrac {T_{2;3}}{T_{1;3}}}=1+{\tfrac {S_{2}}{R_{2}}}\eta _{0}$		${\tfrac {T_{2;4}}{T_{1;4}}}={\tfrac {1}{1}}$

^ Revised 16 November 2025 ^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R₁ and, if actuated, R₂ Output shaft is C₂ (planetary gear carrier of gearset 3) ^ Total Ratio Span (Total Gear/Transmission Ratio) Nominal ${\frac {i_{1}}{i_{n}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o Total Ratio Span (Total Gear/Transmission Ratio) Effective ${\frac {min(i_{1};\|i_{R}\|)}{i_{n}}}$ The span is only effective to the extent that the reverse gear ratio corresponds to that of 1st gear ^ Ratio Span's Center $(i_{1}i_{n})^{\frac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step $\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2 ^ Ring 2: ring gear of gearset 2 ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ^ Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667 : 1 (5 : 3) is good Up to 1.7500 : 1 (7 : 4) is acceptable (red) Above is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque $T_{2;n}$ to input torque $T_{1;n}$ with $n=gear$ The efficiency is calculated from the specific torque in relation to the transmission ratio Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range ^ ^a ^b ^c ^d ^e ^f ^g Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $\eta _{0}=0.9800$ (upper value) and $\eta _{0}=0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\eta _{0}}^{\frac {1}{2}}$ at $0.9800^{\frac {1}{2}}=0.98995$ (upper value) and $0.9700^{\frac {1}{2}}=0.98489$ (lower value) ^ for vans: Vito · Sprinter · Vario^[7]^[8] ^ for SUV with 6 cylinder engines^[7]^[8] ^ for passenger cars with 4, 5 and 6 cylinder engines^[7]^[8] ^ for SUV with 8 cylinder engines^[7]^[8] ^ for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[7]^[8] ^ for cars with 8 and 12 cylinder turbocharged engines^[7]^[8] ^ for cars from Chrysler with 6 cylinder engines^[7]^[8] ^ for cars from Chrysler with 8 cylinder engines^[7]^[8] ^ Permanently coupled elements C₁ (carrier 1) and R₃ R₂ and C₃ (carrier 3) ^ Blocks S₁ ^ Blocks S₂ ^ Blocks R₂ and C₃ (carrier 3) ^ Couples S₁ with C₁ (carrier 1) ^ Couples R₂ with the turbine ^ Couples S₂ with S₃ ^ ^a ^b ^c Ordinary Noted For direct determination of the ratio ^ ^a ^b ^c Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of specific torque and efficiency

Applications

Mercedes models

Mercedes S-Class

1996–1998 Mercedes-Benz W140
1999–2005 Mercedes-Benz W220
2006–2013 Mercedes-Benz W221 (V12 models only)

Mercedes CL

1996–1998 Mercedes-Benz C140
2000–2006 Mercedes-Benz C215
2007–2014 Mercedes-Benz C216 (V12 Models only)

Mercedes CLS

2004–2006 Mercedes-Benz C219

Mercedes E-Class

1996–2002 Mercedes-Benz W210 (all models except some early 1996 cars)
2002–2006 Mercedes-Benz W211 (all models except 2004-2006 RWD E 500)
2007–2009 Mercedes-Benz W211 (4-cyl and 4-matic only)
2009–2011 Mercedes-Benz W212 (4-cyl models only)

Mercedes C-Class

1996–2000 Mercedes-Benz W202
2001–2005 Mercedes-Benz W203 (all models)
2006–2007 Mercedes-Benz W203 (4-cyl and 4-matic models only)
2007–2011 Mercedes-Benz W204 (4-cyl models only)

Mercedes CLK

1998–2002 Mercedes-Benz C208
2003–2005 Mercedes-Benz C209 (all models except 2005 CLK 500)
2006–2009 Mercedes-Benz C209 (4-cyl and CLK 55 AMG only)

Mercedes ML

1998–2005 Mercedes-Benz W163

Mercedes G-Class

1996–2006 Mercedes-Benz W463 (all models)
2007–2012 Mercedes-Benz W463 (G 55 AMG only)

Mercedes SLK

1997–2003 Mercedes-Benz R170
2004–2010 Mercedes-Benz R171 (4-cyl models only)

Mercedes SL

1996–2001 Mercedes-Benz R129
2001–2004 Mercedes-Benz R230 (all models)
2005–2006 Mercedes-Benz R230 (all models except SL 500)
2007–2011 Mercedes-Benz R230 (SL 55 AMG and V12 models only)

Mercedes SLR

2005–2009 Mercedes-Benz W199

Maybach

2002–2013 Maybach 57 and 62

Non Mercedes-Benz models

Jeep

2002–2013 Jeep Grand Cherokee^[9]^{[better source needed]} (02-04 WG Diesel W5J400, 05-10 WK V6, WK 6.1 SRT V8, WH V6 3.0 Diesel export only Steyr W5A580)
2006–2010 Jeep Commander XK (3.7 gas) XH (3.0 diesel - export)
2012–2018 Jeep Wrangler (JK)^[10]^{[better source needed]}
Jeep Liberty (KK) (W5A580)

Dodge

2005–2008 Dodge Magnum (AWD, RT, SRT8 only)
2006–2014 Dodge Charger (2006-14 R/T, SRT8; 5.7, 6.1L, & 6.4) (2006-2007 3.5L V6 HO)
2006–2020 Dodge Charger Pursuit
2007–2011 Dodge Nitro (4.0L and 2,8 diesel)
2009–2014 Dodge Challenger
2011–2012 Dodge Durango (V6 Models only)
2003–2006 Dodge Sprinter Vans (North America)

Chrysler

2004–2008 Chrysler Crossfire, all models^[11]^{[better source needed]}
2005–2014 Chrysler 300

Lancia

2011–2014 Lancia Thema

Jaguar

1998–2003 Jaguar X308 (Supercharged models only)
1998–2002 Jaguar XK (X100) (Supercharged models only)

SsangYong

1997–2014 SsangYong Chairman H
2001–2017 SsangYong Rexton
2004–2019 SsangYong Rodius
2005–2014 SsangYong Kyron
2014–2018 SsangYong Actyon

Porsche

2001–2010 Porsche 996.2 and 997.1 Carrera and Turbo

Freightliner

2001–2007 Freightliner Sprinter Vans (USA)

References

^ ^a ^b "50 years of automatic transmissions from Mercedes-Benz". media.mercedes-benz.com. 2011-04-12. Retrieved 2024-10-29.
^ C 32 AMG: High-performance saloon with a high-torque, 6-cylinder supercharged engine
^ SLK 32 AMG: 354 hp V6 - the new leader among the compact roadsters
^ The new Mercedes-Benz SLK-Class: Celebrating its world premiere at the Geneva Motor Show
^ Mercedes-AMG GmbH launches V8 Kompressor initiative: up to 368 kW/500 hp for the E-Class, S-Class and CL-Class
^ See Gert Hack, short test Mercedes-Benz350 SE, auto motor & sport 8/1977, page 127: "The manual transmission plays a significant role in the positive impression left by the small V8 engine in the large S-Class sedan. It simply suits the sporty performance characteristics of the engine better than the automatic transmission, although there is still room for improvement in terms of gear ratios. Second gear in particular seems a little too short with its range of only 90 km/h."
^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ https://www.scribd.com/embeds/92643386/content?start_page=1&view_mode=list&access_key=key-7h437wiv215r2tv8d93>
^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ http://www.w124performance.com/docs/mb/transmission/722.6/trans_722.6_ATSG_2004.pdf>
^ de:Jeep Grand Cherokee
^ de:Jeep Wrangler
^ Chrysler Crossfire

External links

[1] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[2] Forward gears only

[W330-3] And W5A 280 for vans and W5A 300 for SUV

[NAG1-5] 1st generation of advanced automatic transmissions, at Mercedes-Benz referred to as NAG 1 (New Automatic Gearbox Generation, starting with type 722.6 as generation 1)^[1]

[W580-6] And W5A 400 for SUV and W5A 900 for V12-applications

[7] Built by Chrysler as A580

[12] Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components.
It depends on the power flow:
parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

serial: in-line combined planetary gearsets without using the two degrees of freedom
to increase the number of gears

a corresponding increase in the number of components is unavoidable

[8] parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

[9] to increase the number of gears

[10] with unchanged number of components

[11] serial: in-line combined planetary gearsets without using the two degrees of freedom
to increase the number of gears

a corresponding increase in the number of components is unavoidable

[12] to increase the number of gears

[13] rresponding increase in the number of components is unavoidable

[Progress-13] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Innovation Elasticity Classifies Progress And Market Position
Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization

The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation
negative, if the output increases and the input decreases, is perfect

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[15] Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

[16] Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization

[17] The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation
negative, if the output increases and the input decreases, is perfect

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[18] negative, if the output increases and the input decreases, is perfect

[19] 2 or above is good

[20] 1 or above is acceptable (red)

[21] below this is unsatisfactory (bold)

[14] Direct Predecessor
To reflect the progress of the specific model change

[23] To reflect the progress of the specific model change

[rev2-15] us 2 reverse gears

[rev1-16] us 1 reverse gear

[rav-17] which 2 gearsets are combined as a compound Ravigneaux gearset

[18] Reference Standard (Benchmark) at that time
The 6HP became the new reference standard (benchmark) for automatic transmissions at that time, which used the advantageous Lepelletier gear mechanism

[28] The 6HP became the new reference standard (benchmark) for automatic transmissions at that time, which used the advantageous Lepelletier gear mechanism

[19] Historical Reference Standard (Benchmark)
3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance

It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market

What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs

All transmission variants consist of 7 main components

Typical examples are
Turbo-Hydramatic from GM

Cruise-O-Matic from Ford

TorqueFlite from Chrysler

Detroit Gear from BorgWarner for Studebaker

BW-35 from BorgWarner and as T35 from Aisin

3N 71 from Nissan/Jatco

3 HP from ZF Friedrichshafen

W3A 040 and W3B 050 from Mercedes-Benz

[30] 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance

[31] It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market

[32] What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs

[33] All transmission variants consist of 7 main components

[34] Typical examples are
Turbo-Hydramatic from GM

Cruise-O-Matic from Ford

TorqueFlite from Chrysler

Detroit Gear from BorgWarner for Studebaker

BW-35 from BorgWarner and as T35 from Aisin

3N 71 from Nissan/Jatco

3 HP from ZF Friedrichshafen

W3A 040 and W3B 050 from Mercedes-Benz

[35] Turbo-Hydramatic from GM

[36] Cruise-O-Matic from Ford

[37] TorqueFlite from Chrysler

[38] Detroit Gear from BorgWarner for Studebaker

[39] BW-35 from BorgWarner and as T35 from Aisin

[40] 3N 71 from Nissan/Jatco

[41] 3 HP from ZF Friedrichshafen

[42] W3A 040 and W3B 050 from Mercedes-Benz

[21] Revised 16 November 2025

[22] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts are R₁ and, if actuated, R₂

Output shaft is C₂ (planetary gear carrier of gearset 3)

[45] Input and output are on opposite sides

[46] Planetary gearset 1 is on the input (turbine) side

[47] Input shafts are R₁ and, if actuated, R₂

[48] Output shaft is C₂ (planetary gear carrier of gearset 3)

[23] Total Ratio Span (Total Gear/Transmission Ratio) Nominal
${\frac {i_{1}}{i_{n}}}$

A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[50] ${\frac {i_{1}}{i_{n}}}$

[51] A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[52] wnspeeding when driving outside the city limits

[53] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[54] when driving over mountain passes or off-road

[55] r when towing a trailer

[effective-24] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o Total Ratio Span (Total Gear/Transmission Ratio) Effective
${\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

The span is only effective to the extent that
the reverse gear ratio

corresponds to that of 1st gear

[57] ${\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

[58] The span is only effective to the extent that
the reverse gear ratio

corresponds to that of 1st gear

[59] the reverse gear ratio

[60] rresponds to that of 1st gear

[25] Ratio Span's Center
$(i_{1}i_{n})^{\frac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[62] $(i_{1}i_{n})^{\frac {1}{2}}$

[63] The center indicates the speed level of the transmission

[64] Together with the final drive ratio

[65] t gives the shaft speed level of the vehicle

[26] Average Gear Step
$\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[67] $\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

[68] With decreasing step width
the gears connect better to each other

shifting comfort increases

[69] the gears connect better to each other

[70] shifting comfort increases

[27] Sun 1: sun gear of gearset 1

[28] Ring 1: ring gear of gearset 1

[29] Sun 2: sun gear of gearset 2

[30] Ring 2: ring gear of gearset 2

[31] Sun 3: sun gear of gearset 3

[32] Ring 3: ring gear of gearset 3

[50:50-33] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Standard 50:50
— 50 % Is Above And 50 % Is Below The Average Gear Step —
With steadily decreasing gear steps (yellow highlighted line Step)

and a particularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

than the average gear step (cell highlighted yellow two rows above on the far right)

lower half: smaller gear steps are a waste of possible ratios (red bold)

upper half: larger gear steps are unsatisfactory (red bold)

[78] With steadily decreasing gear steps (yellow highlighted line Step)

[79] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

[80] the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

[81] the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

[82] than the average gear step (cell highlighted yellow two rows above on the far right)

[83] wer half: smaller gear steps are a waste of possible ratios (red bold)

[84] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-34] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s Standard R:1
— Reverse And 1st Gear Have The Same Ratio —
The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

Plus 11.11 % minus 10 % compared to 1st gear is good

Plus 25 % minus 20 % is acceptable (red)

Above this is unsatisfactory (bold)

[86] The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

[87] rment when maneuvering

[88] specially when towing a trailer

[89] torque converter can only partially compensate for this deficiency

[90] Plus 11.11 % minus 10 % compared to 1st gear is good

[91] Plus 25 % minus 20 % is acceptable (red)

[92] Above this is unsatisfactory (bold)

[1:2-35] Standard 1:2
— Gear Step 1st To 2nd Gear As Small As Possible —
With continuously decreasing gear steps (yellow marked line Step)

the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

must be as small as possible
A gear ratio of up to 1.6667 : 1 (5 : 3) is good

Up to 1.7500 : 1 (7 : 4) is acceptable (red)

Above is unsatisfactory (bold)

[94] With continuously decreasing gear steps (yellow marked line Step)

[95] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[96] r a good speed connection and

[97] smooth gear shift

[98] ust be as small as possible
A gear ratio of up to 1.6667 : 1 (5 : 3) is good

Up to 1.7500 : 1 (7 : 4) is acceptable (red)

Above is unsatisfactory (bold)

[99] A gear ratio of up to 1.6667 : 1 (5 : 3) is good

[100] Up to 1.7500 : 1 (7 : 4) is acceptable (red)

[101] Above is unsatisfactory (bold)

[LS-36] From large to small gears (from right to left)

[Step-37] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w Standard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

As progressive as possible: Δ Step is always greater than the previous step

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

[104] Gear steps should
increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

As progressive as possible: Δ Step is always greater than the previous step

[105] increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

[106] As progressive as possible: Δ Step is always greater than the previous step

[107] Not progressively increasing is acceptable (red)

[108] Not increasing is unsatisfactory (bold)

[Speed-38] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Standard SPEED
— From Small To Large Gears: Steady Increase In Shaft Speed Difference —
Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

1 difference smaller than the previous one is acceptable (red)

2 consecutive ones are a waste of possible ratios (bold)

[110] Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[111] increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[112] 1 difference smaller than the previous one is acceptable (red)

[113] 2 consecutive ones are a waste of possible ratios (bold)

[Efficiency1-39] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Specific Torque Ratio And Efficiency
The specific torque is the Ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

with $n=gear$

The efficiency is calculated from the specific torque in relation to the transmission ratio

Power loss for single meshing gears is in the range of 1 % to 1.5 %
helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[115] The specific torque is the Ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

with $n=gear$

[116] utput torque $T_{2;n}$

[117] to input torque $T_{1;n}$

[118] with $n=gear$

[119] The efficiency is calculated from the specific torque in relation to the transmission ratio

[120] Power loss for single meshing gears is in the range of 1 % to 1.5 %
helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[121] r pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

[122] spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[Efficiency2-40] ^ ^a ^b ^c ^d ^e ^f ^g Corridor for specific torque and efficiency
in planetary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

for reasons of simplification, the efficiency for both meshes together is commonly specified there

the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $\eta _{0}=0.9800$ (upper value)

and $\eta _{0}=0.9700$ (lower value)

for both interventions together

The corresponding efficiency for single-meshing gear pairs is ${\eta _{0}}^{\frac {1}{2}}$
at $0.9800^{\frac {1}{2}}=0.98995$ (upper value)

and $0.9700^{\frac {1}{2}}=0.98489$ (lower value)

[124] tary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

[125] r reasons of simplification, the efficiency for both meshes together is commonly specified there

[126] the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $\eta _{0}=0.9800$ (upper value)

and $\eta _{0}=0.9700$ (lower value)

[127] $\eta _{0}=0.9800$ (upper value)

[128] $\eta _{0}=0.9700$ (lower value)

[129] r both interventions together

[130] The corresponding efficiency for single-meshing gear pairs is ${\eta _{0}}^{\frac {1}{2}}$
at $0.9800^{\frac {1}{2}}=0.98995$ (upper value)

and $0.9700^{\frac {1}{2}}=0.98489$ (lower value)

[131] t $0.9800^{\frac {1}{2}}=0.98995$ (upper value)

[132] $0.9700^{\frac {1}{2}}=0.98489$ (lower value)

[43] r vans: Vito · Sprinter · Vario^[7]^[8]

[44] r SUV with 6 cylinder engines^[7]^[8]

[45] r passenger cars with 4, 5 and 6 cylinder engines^[7]^[8]

[46] r SUV with 8 cylinder engines^[7]^[8]

[47] r passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[7]^[8]

[48] r cars with 8 and 12 cylinder turbocharged engines^[7]^[8]

[49] r cars from Chrysler with 6 cylinder engines^[7]^[8]

[50] r cars from Chrysler with 8 cylinder engines^[7]^[8]

[51] Permanently coupled elements
C₁ (carrier 1) and R₃

R₂ and C₃ (carrier 3)

[142] C₁ (carrier 1) and R₃

[143] R₂ and C₃ (carrier 3)

[52] Blocks S₁

[53] Blocks S₂

[54] Blocks R₂ and C₃ (carrier 3)

[55] Couples S₁ with C₁ (carrier 1)

[56] Couples R₂ with the turbine

[57] Couples S₂ with S₃

[ordinary-58] Ordinary Noted
For direct determination of the ratio

[151] For direct determination of the ratio

[elementary-59] Elementary Noted
Alternative representation for determining the transmission ratio

Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

As a basis
For reliable

And traceable

Determination of specific torque and efficiency

[153] Alternative representation for determining the transmission ratio

[154] Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

[155] With simple fractions of both central gears of a planetary gearset

[156] Or with the value 1

[157] As a basis
For reliable

And traceable

[158] For reliable

[159] And traceable

[160] Determination of specific torque and efficiency

[fifty_years-4] "50 years of automatic transmissions from Mercedes-Benz". media.mercedes-benz.com. 2011-04-12. Retrieved 2024-10-29.

[8] C 32 AMG: High-performance saloon with a high-torque, 6-cylinder supercharged engine

[9] SLK 32 AMG: 354 hp V6 - the new leader among the compact roadsters

[10] The new Mercedes-Benz SLK-Class: Celebrating its world premiere at the Geneva Motor Show

[11] Mercedes-AMG GmbH launches V8 Kompressor initiative: up to 368 kW/500 hp for the E-Class, S-Class and CL-Class

[20] See Gert Hack, short test Mercedes-Benz350 SE, auto motor & sport 8/1977, page 127: "The manual transmission plays a significant role in the positive impression left by the small V8 engine in the large S-Class sedan. It simply suits the sporty performance characteristics of the engine better than the automatic transmission, although there is still room for improvement in terms of gear ratios. Second gear in particular seems a little too short with its range of only 90 km/h."

[ATSG1-41] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ https://www.scribd.com/embeds/92643386/content?start_page=1&view_mode=list&access_key=key-7h437wiv215r2tv8d93>

[ATSG2-42] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ http://www.w124performance.com/docs/mb/transmission/722.6/trans_722.6_ATSG_2004.pdf>

[60] :Jeep Grand Cherokee

[61] :Jeep Wrangler

[62] Chrysler Crossfire

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