Mercedes-Benz 5G-Tronic transmission

5G-Tronic
5G-Tronic
Overview
Manufacturer	Mercedes-Benz Group AG; Chrysler Group LLC; FCA-US
Also called	Mercedes 722.6, Chrysler NAG1, Chrysler A580
Production	1996-2020
Body and chassis
Class	5-speed longitudinal automatic transmission
Related	ZF 5HP transmission family
Chronology
Predecessor	4G-Tronic
Successor	7G-Tronic

5G-Tronic is Mercedes-Benz's trademark name for its 5-speed automatic transmission, starting off with the W5A 580 and W5A 330 (Wandler-5-Gang-Automatik bis 580 oder 330 Nm Eingangsdrehmoment; converter-5-gear-automatic with 330 N⋅m (243 lb⋅ft) or 580 N⋅m (428 lb⋅ft) maximum input torque; type 722.6) as core models.

It 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^[a] Mercedes-Benz 7G-Tronic (model W7A 700 · type 722.9) transmission with 11 main components introduced in 2003. Due to its high torque capacity (up to 1,000 N⋅m (738 lb⋅ft)) and lower cost, it was retained for turbocharged V12 engines, 4-cylinder applications and commercial vehicles for almost a decade. It is still being built for niche applications (e.g. Sprinter with petrol/CNG M111 engine, Jeep Wrangler, etc.).

Gear Ratios^[b]
Gear Model	R 2	R 1	1	2	3	4	5	Total Span	Span Center	Avg. Step	Compo- nents

W5A 330 · 1996	−1.899	−3.100	3.932	2.408	1.486	1.000	0.830	4.735	1.807	1.475	3 Gearsets 3 Brakes 3 Clutches
W5A 580 · 1996	−1.926	−3.160	3.588	2.186	1.405	1.000	0.831	4.315	1.727	1.441
W5A 330 · 2004	−1.930	−3.147	3.951	2.423	1.486	1.000	0.833	4.742	1.814	1.476
W5A 580 · 2004	−1.926	−3.167	3.595	2.186	1.405	1.000	0.831	4.327	1.728	1.442

^ plus 2 reverse gears
^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

Specifications

Layout

The 5G-Tronic (model W5A 330 and W5A 580 · type 722.6) is an electronically shifted 5-speed overdrive automatic transmission with torque converter lock-up (typically in gears 3, 4 and 5) and 2-speed for reverse. In all applications this transmission is identified as the New Automatic Gearbox Generation One, or NAG1. Progress is reflected in 5 forward gears^[a] using 9 main components, compared to 5 forward gears^[b] with 11 main components in the direct predecessor. It is fully electronically controlled and equipped with a torque converter lock-up.

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 labelled "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^[1] and 2001 Mercedes-Benz SLK 32 AMG.^[2]

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.^[3]

It was first used in 2002 Mercedes-Benz E 55 AMG, S 55 AMG, C55, CL 55 AMG.^[4]

AMG Speedshift R

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

^ plus 2 reverse gears
^ plus 1 reverse gear

Gear Ratios
With Assessment		Planetary Gearset: Teeth^[a]			Count	Total^[b] Center^[c]	Avg.^[d]

Model Type	Version First Delivery	S₁^[e] R₁^[f]	S₂^[g] R₂^[h]	S₃^[i] R₃^[j]	Brakes Clutches	Ratio Span	Gear Step^[k]
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^[k]	${\tfrac {i_{R1}}{i_{R2}}}$	$-{\tfrac {i_{R}}{i_{1}}}$ ^[l]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[m]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$
Δでるた Step^[n]^[o]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R2}}}$	${\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$
Δでるた Shaft Speed^[p]	${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$	$0-{\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$

W5A 280 722.6^[q]	280 N⋅m (207 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 1.8070	1.4751^[k]
Ratio	−1.8986	−3.1002^[l]	3.9319	2.4079^[o]	1.4857^[o]	1.0000^[k]	0.8305^[p]

W5A 300 722.6^[r]	300 N⋅m (221 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 1.8070	1.4751^[k]
Ratio	−1.8986	−3.1002^[l]	3.9319	2.4079^[o]	1.4857^[o]	1.0000^[k]	0.8305^[p]

W5A 330 722.6^[s]	330 N⋅m (243 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345 1.8070	1.4751^[k]
Gear Ratio	−1.8986 $-{\tfrac {966}{493}}$	−3.1002^[l] $-{\tfrac {120,744}{38,947}}$	3.9319 ${\tfrac {315,276}{80,185}}$	2.4079^[o] ${\tfrac {2,444}{1,015}}$	1.4857^[o] ${\tfrac {52}{35}}$	1.0000^[k] ${\tfrac {1}{1}}$	0.8305^[p] ${\tfrac {60,372}{72,697}}$
Step	1.6329	0.7885^[l]	1.0000	1.6329	1.6207	1.4857^[k]	1.2042
Δでるた Step^[n]				1.0075^[o]	1.0908^[o]	1.2338
Speed	–2.0709	-1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δでるた Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[p]

W5A 400 722.6^[t]	400 N⋅m (295 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 1.7270	1.4413^[k]
Ratio	−1.9259	−3.1605^[l]	3.5876	2.1862^[o]	1.4054^[o]	1.0000	0.8314^[p]

W5A 580 722.6^[u]	580 N⋅m (428 lb⋅ft) 1996^[5]^[6]	50 78	30 74	50 90	3 3	4.3152 1.7270	1.4413^[k]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1605^[l] $-{\tfrac {256}{81}}$	3.5876 ${\tfrac {3,584}{999}}$	2.1862^[o] ${\tfrac {728}{333}}$	1.4054^[o] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8314^[p] ${\tfrac {3,328}{4,003}}$
Step	1.6410	0.8810^[l]	1.0000	1.6410	1.5556	1.4054	1.2028
Δでるた Step^[n]				1.0549^[o]	1.1068^[o]	1.1684
Speed	–1.8628	-1.1351	1.0000	1.6410	2.5527	3.5876	4.3152
Δでるた Speed	0.7277	1.1351	1.0000	0.6410	0.9117	!1.0349	0.7277^[p]

W5A 900 722.6^[v]	900 N⋅m (664 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152 1.7270	1.4413^[k]
Ratio	−1.9259	−3.1605^[l]	3.5876	2.1862^[o]	1.4054^[o]	1.0000	0.8314^[p]

W5A 330 722.6^[w]	330 N⋅m (243 lb⋅ft) Chrysler · 2004	58 92	34 70	65 103	3 3	4.7425 1.8143	1.4757^[k]
Gear Ratio	−1.9303 $-{\tfrac {3,380}{1,751}}$	−3.1473^[l] $-{\tfrac {126,750}{40,273}}$	3.9510 ${\tfrac {9,360}{2,369}}$	2.4233^[o] ${\tfrac {1,248}{515}}$	1.4857^[o] ${\tfrac {52}{35}}$	1.0000^[k] ${\tfrac {1}{1}}$	0.8331^[p] ${\tfrac {253,500}{304,279}}$
Step	1.6304	0.7966^[l]	1.0000	1.6304	1.6311	1.4857^[k]	1.2003
Δでるた Step^[n]				0.9996^[o]	1.0978^[o]	1.2378
Speed	–2.0709	-1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δでるた Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[p]

W5A 580 722.6^[x]	580 N⋅m (428 lb⋅ft) Chrysler · 2004	58 90	30 74	60 108	3 3	4.3266 1.7284	1.4422^[k]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1671^[l] $-{\tfrac {3,848}{1,215}}$	3.5951 ${\tfrac {1,456}{405}}$	2.1862^[o] ${\tfrac {728}{333}}$	1.4054^[o] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8309^[p] ${\tfrac {3,848}{4,631}}$
Step	1.6444	0.8810^[l]	1.0000	1.6444	1.5556	1.4054	1.2035
Δでるた Step^[n]				1.0571^[o]	1.1068^[o]	1.1678
Speed	–1.8667	-1.1351	1.0000	1.6444	2.5580	3.5951	4.3266
Δでるた Speed	0.7315	1.1351	1.0000	0.6444	0.9136	1.0370	0.7315^[p]

Ratio R & Even	$i_{R2}=-{\tfrac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$			$i_{2}={\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$		$i_{4}={\tfrac {1}{1}}$
Ratio R & Odd	$i_{R1}=-{\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$		${\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$		${\tfrac {S_{2}+R_{2}}{R_{2}}}$	${\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$
Algebra And Actuated Shift Elements^[y]
Brake 1^[z]		❶	❶				❶
Brake 2^[aa]			❶	❶	❶
Brake BR^[ab]	❶	❶
Clutch 1^[ac]	❶			❶	❶	❶
Clutch 2^[ad]					❶	❶	❶
Clutch 3^[ae]	❶	❶	❶	❶		❶	❶

^ 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 Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ 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 ^ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ 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 $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ 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 ^o ^p 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 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 ^x ^y Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1 As progressive as possible: Δでるた 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 ^m Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δでるた Shaft Speed (second line marked in green Δでるた (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) ^ for Vans: Vito · Sprinter · Vario^[5]^[6] ^ for SUV with 6 cylinder engines^[5]^[6] ^ for passenger cars with 4, 5 and 6 cylinder engines^[5]^[6] ^ for SUV with 8 cylinder engines^[5]^[6] ^ for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[5]^[6] ^ for cars with 8 and 12 cylinder turbocharged engines^[5]^[6] ^ for cars from Chrysler with 6 cylinder engines^[5]^[6] ^ for cars from Chrysler with 8 cylinder engines^[5]^[6] ^ 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

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^[7] (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)^[8]
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 ( N. America)

Chrysler

2004–2008 Chrysler Crossfire, all models^[9]
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

External links

[1] us 2 reverse gears

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

[3] us 2 reverse gears

[4] us 1 reverse gear

[9] 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)

[6] Input and output are on opposite sides

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

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

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

[10] Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
${\tfrac {i_{n}}{i_{1}}}$

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

[11] ${\tfrac {i_{n}}{i_{1}}}$

[12] 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

[13] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[16] r when towing a trailer

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

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[18] $(i_{n}i_{1})^{\tfrac {1}{2}}$

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

[20] Together with the final drive ratio

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

[12] Average Gear Step
$({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[23] $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

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

shifting comfort increases

[25] the gears connect better to each other

[26] shifting comfort increases

[13] Sun 1: sun gear of gearset 1

[14] Ring 1: ring gear of gearset 1

[15] Sun 2: sun gear of gearset 2

[16] Ring 2: ring gear of gearset 2

[17] Sun 3: sun gear of gearset 3

[18] Ring 3: ring gear of gearset 3

[50:50-19] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p 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)

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

[35] 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

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

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

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

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

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

[R:1-20] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m 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)

[42] 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

[43] rment when maneuvering

[44] specially when towing a trailer

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

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

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

[48] Above this is unsatisfactory (bold)

[1:2-21] 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)

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

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

a smooth gear shift

[52] r a good speed connection and

[53] smooth gear shift

[54] 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)

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

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

[57] Above is unsatisfactory (bold)

[LS-22] From large to small gears (from right to left)

[step-23] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y Standard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1

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

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

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

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

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

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

[63] Not progressively increasing is acceptable (red)

[64] Not increasing is unsatisfactory (bold)

[speed-24] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Standard SPEED
— From Small To Large Gears: Steady Increase In Shaft Speed Difference —
Shaft speed differences should
increase: Δでるた Shaft Speed (second line marked in green Δでるた (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)

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

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

[68] 1 difference smaller than the previous one is acceptable (red)

[69] 2 consecutive ones are a waste of possible ratios (bold)

[27] r Vans: Vito · Sprinter · Vario^[5]^[6]

[28] r SUV with 6 cylinder engines^[5]^[6]

[29] r passenger cars with 4, 5 and 6 cylinder engines^[5]^[6]

[30] r SUV with 8 cylinder engines^[5]^[6]

[31] r passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[5]^[6]

[32] r cars with 8 and 12 cylinder turbocharged engines^[5]^[6]

[33] r cars from Chrysler with 6 cylinder engines^[5]^[6]

[34] r cars from Chrysler with 8 cylinder engines^[5]^[6]

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

R₂ and C₃ (carrier 3)

[79] C₁ (carrier 1) and R₃

[80] R₂ and C₃ (carrier 3)

[36] Blocks S₁

[37] Blocks S₂

[38] Blocks R₂ and C₃ (carrier 3)

[39] Couples S₁ with C₁ (carrier 1)

[40] Couples R₂ with the turbine

[41] Couples S₂ with S₃

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

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

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

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

[ATSG1-25] ^ ^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>

[ATSG2-26] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ http://www.w124performance.com/docs/mb/transmission/722.6/trans_722.6_ATSG_2004.pdf>

[42] :Jeep Grand Cherokee

[43] :Jeep Wrangler

[44] Chrysler Crossfire

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