Mercedes-Benz 5G-Tronic transmission

{{Short description|Motor vehicle automatic transmission models}}

{{Infobox automobile | name = 5G-Tronic | model_code = W5A 330 · W5A 580 · A580 (Chrysler) · Type 722.6 | production = 1996-2020 | manufacturer = Mercedes-Benz (Daimler AG) FCA-US | class = 5-speed longitudinal automatic transmission | related = ZF 5HP family · ZF 6HP | predecessor = 4G-Tronic | successor = 7G-Tronic | image = | caption = }}

'''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 ({{langx| de| '''W'''andler-'''5'''-Gang-'''A'''utomatik}}). The core models '''W5A 330''' and '''W5A 580''' are for engines up to {{convert|330|Nm|lbft|0|abbr=on|lk=on}} or {{convert|580|Nm|lbft|0|abbr=on|lk=on}} 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 {{convert|1000|Nm|lbft|0|abbr=on|lk=on}}) for V12-applications.

== Key data ==

<div style = "overflow:auto"> {|class="wikitable collapsible" style="text-align:center" |+ Gear ratios{{efn|Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage}} !rowspan="2"| Model !rowspan="2"| Type Series !rowspan="2"| First Deliv- ery !colspan="7"| Gear !colspan="3"| Total Span !rowspan="2"| Avg. Step !colspan="2"| Components !colspan="4"| Nomenclature |- ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 ! Nomi- nal ! Effec- tive ! Cen- ter ! Total ! per Gear{{efn| name="Forward"| Forward gears only}} ! Cou- pling ! Gears Count ! Ver- sion ! Maximum Input Torque |- |colspan="20" style="background:#AAF"| |- ! W5A 280 W5A 300 W5A 330 |rowspan="4"| 722.6 NAG 1 {{efn| '''NAG 1:''' 1st generation of advanced automatic transmissions, at Mercedes-Benz referred to as NAG 1 (New Automatic Gearbox Generation 1 · {{langx| de| '''N'''eue '''A'''utomatikgetriebe-'''G'''eneration '''1'''}})<ref name="fifty years">{{cite web| url=https://media.mercedes-benz.com/article/c8565612-53ba-4aea-9cd8-ca0429c19784| title=50 years of automatic transmissions from Mercedes-Benz| publisher=media.mercedes-benz.com| date=2011-04-12| accessdate=2024-10-29}}</ref>}} |rowspan="2"| 1996 | {{round|-936/493|3}} | {{round|-120744/38947|3}} | {{round|315276/80185|3}} | {{round|2444/1015|3}} | {{round|52/35|3}} | {{round|1/1|3}} | {{round|60372/72697|3}} | {{round|315276/80185*72697/60372|3}} | {{round|120744/38947*72697/60372|3}} | {{round|(315276/80185*60372/72697)^(1/2)|3}} | {{round|(315276/80185*72697/60372)^(1/4)|3}} |rowspan="4"| 3 Gearsets 3 Brakes 3 Clutches |rowspan="4"| {{round|9/5|3}} |rowspan="4"| W{{efn| name="Torque Converter" |Torque converter · {{langx| de| '''W'''andler or Drehmoment'''w'''andler}}}} |rowspan="4"| 5{{efn| name="Forward"}} |rowspan="4"| A | {{convert| 280| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 280:''' for vans: Vito · Sprinter · Vario<ref Name="ATSG1">https://www.scribd.com/embeds/92643386/content?start_page=1&view_mode=list&access_key=key-7h437wiv215r2tv8d93></ref><ref Name="ATSG2">http://www.w124performance.com/docs/mb/transmission/722.6/trans_722.6_ATSG_2004.pdf></ref>}} {{convert| 300| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 300:''' for SUV with 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert| 330| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 330:''' small core model: for passenger cars with 4, 5 and 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} |- ! W5A 400 W5A 580 W5A 900 | {{round|-52/27|3}} | {{round|-256/81|3}} | {{round|3584/999|3}} | {{round|728/333|3}} | {{round|52/37|3}} | {{round|1/1|3}} | {{round|3328/4003|3}} | {{round|3584/999*4003/3328|3}} | {{round|256/81*4003/3328|3}} | {{round|(3584/999*3328/4003)^(1/2)|3}} | {{round|(3584/999*4003/3328)^(1/4)|3}} | {{convert| 400| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 400:''' for SUV with 8 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert| 580| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 580:''' big core model: for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert| 1000| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 900:''' for cars with 8 and 12 cylinder turbocharged engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} |- ! W5A 330 |rowspan="2"| 2004 | {{round|-3380/1751|3}} | {{round|-126750/40273|3}} | {{round|9360/2369|3}} | {{round|1248/515|3}} | {{round|52/35|3}} | {{round|1/1|3}} | {{round|253500/304279|3}} | {{round|9360/2369*304279/253500|3}} | {{round|126750/40273*304279/253500|3}} | {{round|(9360/2369*253500/304279)^(1/2)|3}} | {{round|(9360/2369*304279/253500)^(1/4)|3}} | {{convert| 330| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 330:''' for cars from Chrysler with 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} |- ! W5A 580 | {{round|-52/27|3}} | {{round|-3848/1215|3}} | {{round|1456/405|3}} | {{round|728/333|3}} | {{round|52/37|3}} | {{round|1/1|3}} | {{round|3848/4631|3}} | {{round|1456/405*4631/3848|3}} | {{round|3848/1215*4631/3848|3}} | {{round|(1456/405*3848/4631)^(1/2)|3}} | {{round|(1456/405*4631/3848)^(1/4)|3}} | {{convert| 580| Nm| lbft| 0| abbr=on| lk=on}}{{efn|'''W5A 580:''' built by Chrysler as A580 for cars from Chrysler with 8 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} |- |colspan="20" style="background:#AAF"| |- |colspan="20"| {{notelist|3|group=efn}} |- |colspan="20" style="background:#AAF"| |} </div>

== History ==

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 V8 and 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.

== Specifications ==

=== 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<ref>[http://media.daimler.com/dcmedia/0-921-614226-1-789842-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html C 32 AMG: High-performance saloon with a high-torque, 6-cylinder supercharged engine]</ref> and 2001 Mercedes-Benz SLK 32 AMG.<ref>[http://media.daimler.com/dcmedia/0-921-614226-1-789843-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html?TS=1248130312329 SLK 32 AMG: 354 hp V6 - the new leader among the compact roadsters]</ref>

=== 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.<ref>[http://media.daimler.com/dcmedia/0-921-614226-1-806669-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html?TS=1248130647221 The new Mercedes-Benz SLK-Class: Celebrating its world premiere at the Geneva Motor Show]</ref>

It was first used in 2002 Mercedes-Benz E 55 AMG, S 55 AMG, C55, CL 55 AMG.<ref>[http://media.daimler.com/dcmedia/0-921-614226-1-798378-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html?TS=1248130380750 Mercedes-AMG GmbH launches V8 Kompressor initiative: up to 368 kW/500 hp for the E-Class, S-Class and CL-Class]</ref>

=== AMG Speedshift R ===

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

== Planetary gearset concept ==

=== Improved fuel economy ===

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 main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding), which is a decisive factor in improving energy efficiency and thus reducing fuel consumption. In addition, the lower engine speed level improves the noise-vibration-harshness comfort and the exterior noise is reduced.

=== Reduced manufacturing complexity ===

The need of 2 housings{{efn|regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5}} and 2 different controls{{efn|hydraulic for gear 1 to 4 and reverse gear · electronic for gear 5}} turn out the '''W5A 030''' as the least economically designed automatic transmission ever manufactured for passenger cars. In order to avoid a further increase in manufacturing complexity while expanding the number of gear ratios, Mercedes-Benz switched from the conventional design method—in which the planetary gearset concept was limited to a purely serial or in-line power flow—to a more modern design method that utilizes a planetary gearset concept with combined parallel and serial power flow. This was only possible thanks to computer-aided design.

The 5G-Tronic is the 1st generation<ref name="fifty years" /> in which in-line epicyclic gearing have been combined with parallel epicyclic gearing. The resulting progress is reflected in an even better ratio between the number of gears and the number of components used compared to all layouts previously used by Mercedes-Benz. That is why Mercedes-Benz refers to them as '''NAG 1 (N'''ew '''A'''utomatic Gearbox '''G'''eneration, starting with type 722.6 as generation '''1''').<ref name="fifty years" /> With 9 main components, it saves 2 components compared to the W5A 030.

<div style="overflow:auto"> {|class="wikitable collapsible" style="width:1em; text-align:center" |+ Planetary gearset concept: manufacturing complexity{{efn| '''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}} !rowspan="2"| With Assessment !rowspan="2"| Output: Gear Ratios !rowspan="2"| Innovation Elasticity{{efn|name="Progress"| '''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''' ** {{font color|red|1 or above is acceptable (red)}} ** {{font color|red|'''below this is unsatisfactory (bold)'''}}}} Δ Output : Δ Input !colspan="4"| Input: Main Components |- ! Total ! Gearsets ! Brakes ! Clutches |- |colspan="7" style="background:#AAF"| |- ! W5A Ref. Object ! <math>n_{O1}</math> <math>n_{O2}</math> !rowspan="2"| Topic{{efn|name="Progress"}} ! <math>n_I= n_G+</math> <math>n_B+ n_C</math> ! <math>n_{G1}</math> <math>n_{G2}</math> ! <math>n_{B1}</math> <math>n_{B2}</math> ! <math>n_{C1}</math> <math>n_{C2}</math> |- ! Δ Number ! <math>n_{O1}- n_{O2}</math> ! <math>n_{I1}- n_{I2}</math> ! <math>n_{G1}- n_{G2}</math> ! <math>n_{B1}- n_{B2}</math> ! <math>n_{C1}- n_{C2}</math> |- ! Relative Δ ! Δ Output <math>\tfrac{n_{O1}- n_{O2}} {n_{O2}}</math> ! <math>\tfrac{n_{O1}- n_{O2}} {n_{O2}}: \tfrac{n_{I1}- n_{I2}} {n_{I2}}</math> <math>=\tfrac{n_{O1}- n_{O2}} {n_{O2}} \cdot \tfrac{n_{I2}} {n_{I1}- n_{I2}}</math> ! Δ Input <math>\tfrac{n_{I1}- n_{I2}} {n_{I2}}</math> ! <math>\tfrac{n_{G1}- n_{G2}} {n_{G2}}</math> ! <math>\tfrac{n_{B1}- n_{B2}} {n_{B2}}</math> ! <math>\tfrac{n_{C1}- n_{C2}} {n_{C2}}</math> |- |colspan="7" style="background:#AAF"| |- ! W5A W4A{{efn|'''Direct predecessor 4-speed''' * To reflect the progress of the specific model change}} | 5{{efn| name="rev2"|plus 2 reverse gears}} 4{{efn| name="rev1"}} !rowspan="2"| Progress{{efn|name="Progress"}} | 9 8 | 3 3{{efn| name="rav"|of which 2 gearsets are combined as a compound Ravigneaux gearset}} | 3 3 | 3 2 |- ! Δ Number | 1 | 1 | 0 | 0 | 1 |- ! Relative Δ | {{round|1/4|3}} <math>\tfrac{1} {4}</math> | '''{{round|2/1|3}}'''{{efn|name="Progress"}} <math>\tfrac{1} {4} : \tfrac{1} {8}= \tfrac{1} {4} \cdot \tfrac{8} {1}= \tfrac{2} {1}</math> | {{round|1/8|3}} <math>\tfrac{1} {8}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> | {{round|1/2|3}} <math>\tfrac{1} {2}</math> |- !colspan="7"| |- ! W5A W5A{{efn|'''Direct predecessor 5-speed''' * To reflect the progress of the specific model change}} | 5{{efn| name="rev2"|plus 2 reverse gears}} 5{{efn| name="rev1"}} !rowspan="2"| Progress{{efn|name="Progress"}} | 9 11 | 3 4{{efn| name="rav"}} | 3 4 | 3 3 |- ! Δ Number | 0 | -2 | -1 | -1 | 0 |- ! Relative Δ | {{round|-0/10|3}} <math>\tfrac{-0} {10}</math> | '''{{round|-0/10|3}}'''{{efn|name="Progress"}} <math>\tfrac{0} {5} : \tfrac{-2} {11}= \tfrac{0} {5} \cdot \tfrac{11} {-2}= \tfrac{-0} {10}</math> | {{round|-2/11|3}} <math>\tfrac{-2} {11}</math> | {{round|-1/4|3}} <math>\tfrac{-1} {4}</math> | {{round|-1/4|3}} <math>\tfrac{-1} {4}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> |- !colspan="7"| |- ! W5A ZF 6HP{{efn|'''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}} | 5{{efn| name="rev2"}} 6{{efn| name="rev1"| plus 1 reverse gear}} !rowspan="2"| Late Market Position{{efn|name="Progress"}} | 9 8 | 3 3{{efn| name="rav"}} | 3 2 | 3 3 |- ! Δ Number | -1 | 1 | 0 | 1 | 0 |- ! Relative Δ | {{round|-1/6|3}} <math>\tfrac{-1} {6}</math> | {{font color| red| '''{{round|-8/6|3}}'''}}{{efn|name="Progress"}} <math>\tfrac{-1} {6}: \tfrac{1} {8}= \tfrac{-1} {6} \cdot \tfrac{8} {1}= \tfrac{-4} {3}</math> | {{round|1/8|3}} <math>\tfrac{1} {8}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> | {{round|1/2|3}} <math>\tfrac{1} {2}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> |- !colspan="7"| |- ! W5A ZF 5HP | 5{{efn| name="rev2"}} 5{{efn| name="rev1"| plus 1 reverse gear}} !rowspan="2"| Early Market Position{{efn|name="Progress"}} | 9 10 | 3 3{{efn| name="rav"}} | 3 3 | 3 4 |- ! Δ Number | 0 | -1 | 0 | 0 | -1 |- ! Relative Δ | {{round|0/5|3}} <math>\tfrac{0} {5}</math> | '''{{round|0/-1|3}}'''{{efn|name="Progress"}} <math>\tfrac{0} {5}: \tfrac{-1} {10}= \tfrac{0} {5} \cdot \tfrac{10} {-1}= \tfrac{0} {-1}</math> | {{round|-1/10|3}} <math>\tfrac{-1} {10}</math> | {{round|0/3|3}} <math>\tfrac{1} {3}</math> | {{round|0/3|3}} <math>\tfrac{2} {2}</math> | {{round|-1/4|3}} <math>\tfrac{-1} {4}</math> |- !colspan="7"| |- ! W5A 3-Speed{{efn|'''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}} | 5{{efn|name="rev2"}} 3{{efn|name="rev1"}} !rowspan="2"| Historical Market Position{{efn|name="Progress"}} | 9 7 | 3 2 | 3 3 | 3 2 |- ! Δ Number | 2 | 2 | 1 | 0 | 1 |- ! Relative Δ | {{round|2/3|3}} <math>\tfrac{2} {3}</math> | {{font color|red| {{round|5/3|3}}}}{{efn|name="Progress"}} <math>\tfrac{2} {3}: \tfrac{2} {7}= \tfrac{2} {3} \cdot \tfrac{7} {2}= \tfrac{7} {3}</math> | {{round|2/7|3}} <math>\tfrac{2} {7}</math> | {{round|1/2|2}} <math>\tfrac{1} {2}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> | {{round|1/2|3}} <math>\tfrac{1} {2}</math> |- |colspan="7" style="background:#AAF"| |- |colspan="7"| {{notelist|3|group=efn}} |- |colspan="7" style="background:#AAF"| |} </div>

=== Quality ===

The most obvious flaw of the gearset concept is the second gear, which is clearly too short, but this affected all Mercedes-Benz transmissions, especially automatic transmissions.<ref> Gert Hack · Short Test Mercedes-Benz 350 SE · [Ed.] Ferdinand Simoneit · auto motor & sport 8/1977 · P 127: "The manual transmission plays a key role in the positive impression made 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 a range of only 90 km/h." · {{langx| de| Gert Hack · Kurztest Mercedes-Benz 350 SE · [Hrsg.] Ferdinand Simoneit · auto motor & sport 8/1977 · S. 127: "An dem positiven Eindruck, den der kleine V8-Motor in der großen S-Limousine hinterlässt, ist das Schaltgetriebe maßgeblich beteiligt. Es passt ganz einfach besser zu der sportlichen Leistungscharakteristik des Motors als die Automatik, wobei hinsichtlich der Übersetzung durchaus noch Wünsche offenbleiben. Besonders der II. Gang erscheint mit seiner Reichweite von nur 90 km/h etwas zu kurz geraten." Translated with DeepL.com (free version)}}</ref> The 7G-Tronic in 2003 was the first to remedy this situation. As shown in the assessment table below, another drawback of the gearset concept is the significant reduction in speed increase in 5th gear.

<div style="overflow:auto"> {|class="wikitable collapsible" style="text-align:center" |+ Planetary gearset concept: gear ratio quality{{efn|Revised 14 January 2026 '''Nomenclature''' * <math>S_n = </math> sun gear: number of teeth * <math>R_n = </math> ring gear: number of teeth * <math>\color{gray}{C_n = }</math> {{font color| gray| carrier or planetary gear carrier (not needed)}} * <math>s_n = </math> sun gear: shaft speed * <math>r_n = </math> ring gear: shaft speed * <math>c_n = </math> carrier or planetary gear carrier: shaft speed With <math>n = </math> gear is * <math>i_n = </math> gear ratio or transmission ratio * <math>\omega_{1;n} = \omega_t = </math> shaft speed shaft 1: input (turbine) shaft * <math>\omega_{2;n} = </math> shaft speed shaft 2: output shaft * <math>T_{1;n} = T_t = </math> torque shaft 1: input (turbine) shaft * <math>T_{2;n} = </math> torque shaft 2: output shaft * <math>\mu_n = </math> torque ratio or torque conversion ratio * <math>\eta_n = </math> efficiency * <math>i_0 = </math> stationary gear ratio * <math>\eta_0 = </math> (assumed) stationary gear efficiency}} !rowspan="2" colspan="2"| In-Depth Analysis{{efn| name="Gear Ratio"| '''Gear ratio (transmission ratio) <math>i_n</math> — speed conversion —''' * The '''gear ratio <math>i_n</math>''' is the ratio of ** input shaft speed <math>\omega_{1;n}</math> ** to output shaft speed <math>\omega_{2;n}</math> * and therefore corresponds to '''the reciprocal of the shaft speeds''' ** <math>i_n = \frac{1} {\frac{\omega_{2;n}} {\omega_{1;n}}} = \frac{\omega_{1;n}} {\omega_{2;n}} = \frac{\omega_t} {\omega_{2;n}}</math>}} With Assessment And Torque Ratio{{efn|name="Torque Ratio"| '''Torque ratio (torque conversion ratio) <math>\mu_n</math> — Torque Conversion —''' * The '''torque ratio <math>\mu_n</math>''' is the ratio of ** output torque <math>T_{2;n}</math> ** to input torque <math>T_{1;n}</math> ** minus efficiency losses * and therefore corresponds (apart from the efficiency losses) to '''the reciprocal of the shaft speeds''' too ** <math>\mu_n = i_n \eta_{n;\eta_0} = \frac{\omega_{1;n} \eta_{n;\eta_0}} {\omega_{2;n}} = \frac{T_{2;n} \eta_{n;\eta_0}} {T_{1;n}}</math> ** whereby <math>\eta_{n;\eta_0}</math> may vary from gear to gear according to the formulas listed in this table and <math>0 \le \eta_{n;\eta_0} \le 1</math>}} And Efficiency Calculation{{efn|name="Efficiency"| '''Efficiency''' * The '''efficiency''' <math>\eta_n</math> is calculated ** from the torque ratio ** in relation to the gear ratio (transmission ratio) ** <math>\eta_n = \frac{\mu_n} {i_n}</math> * 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 '''Corridor for torque ratio and efficiency''' * in planetary gearsets, the '''stationary gear ratio <math>i_0</math>''' 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 <math>\eta_0</math> specified here are based on assumed efficiencies for the '''stationary ratio <math>i_0</math>''' ** of <math>\eta_0 = 0.9800</math> (upper value) ** and <math>\eta_0 = 0.9700</math> (lower value) * for both interventions together * The corresponding efficiency ** for single-meshing gear pairs is <math>{\eta_0}^\tfrac {1}{2}</math> ** at <math>0.9800^\tfrac{1} {2} = 0.98995</math> (upper value) ** and <math>0.9700^\tfrac{1} {2} = 0.98489</math> (lower value)}} !rowspan="2" colspan="3"| Planetary Gearset: Teeth{{efn|'''Layout''' * Input and output are on opposite sides * Planetary gearset 1 is on the input (turbine) side * Input (turbine) shafts are '''R1''' and, if actuated, '''R2''' * Output shaft is '''C2'''}} !rowspan="2"| Count !rowspan="2"| Nomi- nal{{efn|'''Total ratio span (total gear ratio/total transmission ratio) nominal''' * <math>\frac{\omega_{2;n}} {\omega_{2;1}} = \frac{\frac{\omega_{2;n}} {\omega_{2;1} \omega_{2;n}}} {\frac{\omega_{2;1}} {\omega_{2;1} \omega_{2;n}}} = \frac{\frac{1} {\omega_{2;1}}} {\frac{1} {\omega_{2;n}}} = \frac{\frac{\omega_t} {\omega_{2;1}}} {\frac{\omega_t} {\omega_{2;n}}} = \frac{i_1} {i_n}</math> * 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}} Effec- tive{{efn|name="effective"|'''Total ratio span (total gear ratio/total transmission ratio) effective''' * <math>\frac{\omega_{2;n}} {max(\omega_{2;1};|\omega_{2;R}|)} = \frac{min(i_1;|i_R|)} {i_n}</math> * The span is only effective to the extent that ** the reverse gear ratio ** matches that of 1st gear * see also '''Standard R:1''' '' '''Digression Reverse gear''' '' * ''is usually '''longer than 1st gear''' '' * ''the '''effective span''' is therefore of '''central importance''' for describing the suitability of a transmission'' * ''because in these cases, the '''nominal spread conveys a misleading picture''' '' * ''which is only unproblematic for vehicles with high specific power'' '' '''Market participants''' '' * ''Manufacturers naturally have no interest in specifying the effective span'' * ''Users have not yet formulated the practical benefits that the effective span has for them'' * ''The effective span has not yet played a role in research and teaching'' '' '''Contrary to its significance''' '' * ''the '''effective span''' has therefore '''not yet been able to establish''' itself'' ** ''either '''in theory''' '' ** ''or '''in practice.''' '' '' '''End of digression''' ''}} ! Cen- ter{{efn|'''Ratio span's center''' * <math>(i_1 i_n)^\frac{1} {2}</math> * The center indicates the speed level of the transmission * Together with the final drive ratio * it gives the shaft speed level of the vehicle}} |- ! Avg.{{efn|'''Average gear step''' * <math>\left( \frac{\omega_{2;n}} {\omega_{2;1}} \right) ^\frac{1} {n-1} = \left( \frac{i_1} {i_n} \right) ^\frac{1} {n-1}</math> * There are <math>n-1</math> gear steps between <math>n</math> gears * with decreasing step width ** the gears connect better to each other ** shifting comfort increases}} |- |colspan="8" style="background:#AAF"| |- ! Model Type ! Version First Delivery ! S1{{efn|Sun 1: sun gear of gearset 1}} R1{{efn|Ring 1: ring gear of gearset 1}} ! S2{{efn|Sun 2: sun gear of gearset 2}} R2{{efn|Ring 2: ring gear of gearset 2}} ! S3{{efn|Sun 3: sun gear of gearset 3}} R3{{efn|Ring 3: ring gear of gearset 3}} ! Brakes Clutches ! Ratio Span ! Gear Step{{efn|name="50:50"|'''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: {{font color|red|'''smaller gear steps are a waste of possible ratios (red bold)'''}} * upper half: {{font color|red|'''larger gear steps are unsatisfactory (red bold)'''}}}} |- ! Gear ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 |- ! Gear Ratio{{efn| name="Gear Ratio"}} ! <math>{i_{R2}}</math>{{efn| name="Gear Ratio"}} ! <math>{i_{R1}}</math>{{efn| name="Gear Ratio"}} ! <math>{i_1}</math>{{efn| name="Gear Ratio"}} ! <math>{i_2}</math>{{efn| name="Gear Ratio"}} ! <math>{i_3}</math>{{efn| name="Gear Ratio"}} ! <math>{i_4}</math>{{efn| name="Gear Ratio"}} ! <math>{i_5}</math>{{efn| name="Gear Ratio"}} |- ! Step{{efn|name="50:50"}} ! <math>\frac{i_{R1}} {i_{R2}}</math> ! <math>-\frac{i_{R1}} {i_1}</math>{{efn|name="R:1"|'''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 * {{font color|red|Plus 25 % minus 20 % is acceptable (red)}} * {{font color|red|'''Above this is unsatisfactory (bold)'''}} * see also '''Total ratio span (total gear ratio/total transmission ratio) effective'''}} ! <math>\frac{i_1} {i_1}</math> ! <math>\frac{i_1} {i_2}</math>{{efn|name="1:2"|'''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 ** {{font color|red|Up to 1.7500 : 1 (7 : 4) is acceptable (red)}} ** {{font color|red|'''Above is unsatisfactory (bold)'''}}}} ! <math>\frac{i_2} {i_3}</math> ! <math>\frac{i_3} {i_4}</math> ! <math>\frac{i_4} {i_5}</math> |- ! Δ Step{{efn|name="LS"|From large to small gears (from right to left)}}{{efn|name="Step"|'''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 * {{font color|red|Not progressively increasing is acceptable (red)}} * {{font color|red|'''Not increasing is unsatisfactory (bold)'''}}}} !style="background:#DDF"| |style="background:#DDF"| |style="background:#DDF"| ! <math>\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}</math> ! <math>\tfrac{i_2} {i_3} : \tfrac{i_3} {i_4}</math> ! <math>\tfrac{i_3} {i_4} : \tfrac{i_4} {i_5}</math> !style="background:#DDF"| |- ! Shaft Speed ! <math>\frac{i_1} {i_{R2}}</math> ! <math>\frac{i_1} {i_{R1}}</math> ! <math>\frac{i_1} {i_1}</math> ! <math>\frac{i_1} {i_2}</math> ! <math>\frac{i_1} {i_3}</math> ! <math>\frac{i_1} {i_4}</math> ! <math>\frac{i_1} {i_5}</math> |- !Δ Shaft Speed{{efn|name="Speed"|'''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 * {{font color|red|1 difference smaller than the previous one is acceptable (red)}} * {{font color|red|'''2 consecutive ones are a waste of possible ratios (bold)'''}}}} ! <math>\tfrac{i_1} {i_{R1}} - \tfrac{i_1} {i_{R2}}</math> ! <math>0 - \tfrac{i_1} {i_{R1}}</math> ! <math>\tfrac{i_1} {i_1} - 0</math> ! <math>\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}</math> ! <math>\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}</math> ! <math>\tfrac{i_1} {i_4} - \tfrac{i_1} {i_3}</math> ! <math>\tfrac{i_1} {i_5} - \tfrac{i_1} {i_4}</math> |- ! Torque Ratio{{efn|name="Torque Ratio"}} ! <math>\mu_{R2}</math>{{efn|name="Torque Ratio"}} ! <math>\mu_{R1}</math>{{efn|name="Torque Ratio"}} ! <math>\mu_1</math>{{efn|name="Torque Ratio"}} ! <math>\mu_2</math>{{efn|name="Torque Ratio"}} ! <math>\mu_3</math>{{efn|name="Torque Ratio"}} ! <math>\mu_4</math>{{efn|name="Torque Ratio"}} ! <math>\mu_5</math>{{efn|name="Torque Ratio"}} |- ! Efficiency <math>\eta_n</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_{R2}} {i_{R2}}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_{R1}} {i_{R1}}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_1} {i_1}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_2} {i_2}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_3} {i_3}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_4} {i_4}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_5} {i_5}</math>{{efn|name="Efficiency"}} |- |colspan="8" style="background:#AAF"| |- !rowspan="2"| W5A 280 W5A 300 W5A 330 722.6 |rowspan="2"| {{convert|280|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 280:''' for vans: Vito · Sprinter · Vario<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert|300|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 300:''' for SUV with 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert|330|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 330:''' small core model: for passenger cars with 4, 5 and 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} NAG 1{{efn| name="NAG 1"|'''NAG 1:''' 1st generation of advanced automatic transmissions, at Mercedes-Benz referred to as NAG 1 (New Automatic Gearbox Generation 1 · {{langx| de| '''N'''eue '''A'''utomatikgetriebe-'''G'''eneration '''1'''}})}} · 1996<ref Name="ATSG1"/><ref Name="ATSG2"/> |rowspan="2"| 50 79 |rowspan="2"| 34 70 |rowspan="2"| 54 87 |rowspan="2"| 3 3 |rowspan="2"| {{round|315276/80185*72697/60372|4}} {{font color|red|'''{{round|120744/38947*72697/60372|4}}''' {{efn|name="effective"}}{{efn|name="R:1"}}}} | {{round|(315276/80185*60372/72697)^(1/2)|4}} |- |style="background:#FFC"| {{font color|red|'''{{round|(315276/80185*72697/60372)^(1/4)|4}}'''{{efn|name="50:50"}}}} |- ! Gear ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 |- ! Gear Ratio{{efn| name="Gear Ratio"}} | {{round|-936/493|4}} <math>-\tfrac{966}{493}</math> | {{font color|red|'''{{round|-120744/38947|4}}'''{{efn|name="R:1"}}{{efn|name="effective"}} <math>-\tfrac{120,744}{38,947}</math>}} | {{round|315276/80185|4}} <math>\tfrac{315,276}{80,185}</math> | {{font color|red|{{round|2444/1015|4}}{{efn|name="Step"}} <math>\tfrac{2,444}{1,015}</math>}} | {{font color|red|{{round|52/35|4}}{{efn|name="Step"}} <math>\tfrac{52}{35}</math>}} | {{font color|red|'''{{round|1/1|4}}'''{{efn|name="50:50"}} <math>\tfrac{1}{1}</math>}} | {{font color|red|{{round|60372/72697|4}}{{efn|name="Speed"}} <math>\tfrac{60,372}{72,697}</math>}} |- ! Step | 1.6329 | {{font color|red|'''0.7885'''}}{{efn|name="R:1"}} ! 1.0000 |style="background:#FFC"| {{font color|red|1.6329}} |style="background:#FFC"| {{font color|red|1.6207}} |style="background:#FFC"| {{font color|red|'''1.4857'''}}{{efn|name="50:50"}} |style="background:#FFC"| 1.2042 |- ! Δ Step{{efn|name="LS"}} |style="background:#DDF"| |style="background:#DDF"| |style="background:#DDF"| |style="background:#DFD"| {{font color|red|1.0075}}{{efn|name="Step"}} |style="background:#DFD"| {{font color|red|1.0908}}{{efn|name="Step"}} |style="background:#DFD"| 1.2338 |style="background:#DDF"| |- ! Speed | –2.0709 | {{font color|red|'''–1.2683'''}} ! 1.0000 | 1.6329 | 2.6464 | 3.9319 | {{font color|red|4.7345}} |- ! Δ Speed | 0.8027 | {{font color|red|'''1.2683'''}} ! 1.0000 |style="background:#DFD"| 0.6329 |style="background:#DFD"| 1.0135 |style="background:#DFD"| 1.2854 |style="background:#DFD"| {{font color|red|0.8027}}{{efn|name="Speed"}} |- ! Torque Ratio{{efn|name="Torque Ratio"}} | –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 <math>\eta_n</math>{{efn|name="Efficiency"}} | 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 |- !colspan="8"| |- !rowspan="2"| W5A 400 W5A 580 W5A 900 722.6 |rowspan="2"| {{convert|400|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 400:''' for SUV with 8 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert|580|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 580:''' big core model: for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} {{convert|1000|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 900:''' for cars with 8 and 12 cylinder turbocharged engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} NAG 1{{efn| name="NAG 1"}} · 1996<ref Name="ATSG1"/><ref Name="ATSG2"/> |rowspan="2"| 50 78 |rowspan="2"| 30 74 |rowspan="2"| 50 90 |rowspan="2"| 3 3 |rowspan="2"| {{round|3584/999*4003/3328|4}} {{font color|red|{{round|256/81*4003/3328|4}} {{efn|name="effective"}}{{efn|name="R:1"}}}} | {{round|(3584/999*3328/4003)^(1/2)|4}} |- |style="background:#FFC"| {{round|(3584/999*4003/3328)^(1/4)|4}}{{efn|name="50:50"}} |- ! Gear ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 |- ! Gear Ratio{{efn| name="Gear Ratio"}} | {{round|-52/27|4}} <math>-\tfrac{52}{27}</math> | {{font color|red|{{round|-256/81|4}}{{efn|name="R:1"}}{{efn|name="effective"}} <math>-\tfrac{256}{81}</math>}} | {{round|3584/999|4}} <math>\tfrac{3,584}{999}</math> | {{font color|red|{{round|728/333|4}}{{efn|name="Step"}} <math>\tfrac{728}{333}</math>}} | {{font color|red|{{round|52/37|4}}{{efn|name="Step"}} <math>\tfrac{52}{37}</math>}} | {{round|1/1|4}} <math>\tfrac{1}{1}</math> | {{font color|red|{{round|3328/4003|4}}{{efn|name="Speed"}} <math>\tfrac{3,328}{4,003}</math>}} |- ! Step | 1.6410 | {{font color|red|0.8810}}{{efn|name="R:1"}} ! 1.0000 |style="background:#FFC"| {{font color|red|style="background:#FFC"|1.6410}} |style="background:#FFC"| {{font color|red|style="background:#FFC"|1.5556}} |style="background:#FFC"| 1.4054 |style="background:#FFC"| 1.2028 |- ! Δ Step{{efn|name="LS"}} |style="background:#DDF"| |style="background:#DDF"| |style="background:#DDF"| |style="background:#DFD"| {{font color|red|1.0549}}{{efn|name="Step"}} |style="background:#DFD"| {{font color|red|1.1068}}{{efn|name="Step"}} |style="background:#DFD"| 1.1684 |style="background:#DDF"| |- ! Speed | –1.8628 | {{font color|red|–1.1351}} ! 1.0000 | 1.6410 | 2.5527 | 3.5876 | {{font color|red|4.3152}} |- ! Δ Speed | 0.7277 | {{font color|red|1.1351}} ! 1.0000 |style="background:#DFD"| 0.6410 |style="background:#DFD"| 0.9117 |style="background:#DFD"| 1.0349 |style="background:#DFD"| {{font color|red|0.7277}}{{efn|name="Speed"}} |- ! Torque Ratio{{efn|name="Torque Ratio"}} | –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 <math>\eta_n</math>{{efn|name="Efficiency"}} | 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 |- !colspan="8"| |- !rowspan="2"| W5A 330 722.6 |rowspan="2"| {{convert|330|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 330:''' for cars from Chrysler with 6 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} NAG 1{{efn| name="NAG 1"}} · 2004<ref Name="ATSG1"/><ref Name="ATSG2"/> |rowspan="2"| 58 92 |rowspan="2"| 34 70 |rowspan="2"| 65 103 |rowspan="2"| 3 3 |rowspan="2"| {{round|9360/2369*304279/253500|4}} {{font color|red|'''{{round|126750/40273*304279/253500|4}}''' {{efn|name="effective"}}{{efn|name="R:1"}}}} | {{round|(9360/2369*253500/304279)^(1/2)|4}} |- |style="background:#FFC"| {{font color|red|'''{{round|(9360/2369*304279/253500)^(1/4)|4}}'''{{efn|name="50:50"}}}} |- ! Gear ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 |- ! Gear Ratio{{efn| name="Gear Ratio"}} | {{round|-3380/1751|4}} <math>-\tfrac{3,380}{1,751}</math> | {{font color|red|'''{{round|-126750/40273|4}}'''{{efn|name="R:1"}}{{efn|name="effective"}} <math>-\tfrac{126,750}{40,273}</math>}} | {{round|9360/2369|4}} <math>\tfrac{9,360}{2,369}</math> | {{font color|red|'''{{round|1248/515|4}}'''{{efn|name="Step"}} <math>\tfrac{1,248}{515}</math>}} | {{font color|red|{{round|52/35|4}}{{efn|name="Step"}} <math>\tfrac{52}{35}</math>}} | {{font color|red|'''{{round|1/1|4}}'''{{efn|name="50:50"}} <math>\tfrac{1}{1}</math>}} | {{font color|red|{{round|253500/304279|4}}{{efn|name="Speed"}} <math>\tfrac{253,500}{304,279}</math>}} |- ! Step | 1.6304 | {{font color|red|'''0.7966'''}}{{efn|name="R:1"}} ! 1.0000 |style="background:#FFC"| {{font color|red|'''1.6304'''}} |style="background:#FFC"| {{font color|red|1.6311}} |style="background:#FFC"| {{font color|red|'''1.4857'''}}{{efn|name="50:50"}} |style="background:#FFC"| 1.2003 |- ! Δ Step{{efn|name="LS"}} |style="background:#DDF"| |style="background:#DDF"| |style="background:#DDF"| |style="background:#DFD"| {{font color|red|'''0.9996'''}}{{efn|name="Step"}} |style="background:#DFD"| {{font color|red|1.0978}}{{efn|name="Step"}} |style="background:#DFD"| 1.2378 |style="background:#DDF"| |- ! Speed | –2.0709 | {{font color|red|'''–1.2683'''}} ! 1.0000 | 1.6329 | 2.6464 | 3.9319 | {{font color|red|4.7345}} |- ! Δ Speed | 0.8027 | {{font color|red|'''1.2683'''}} ! 1.0000 |style="background:#DFD"| 0.6329 |style="background:#DFD"| 1.0135 |style="background:#DFD"| 1.2854 |style="background:#DFD"| {{font color|red|0.8027}}{{efn|name="Speed"}} |- ! Torque Ratio{{efn|name="Torque Ratio"}} | –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 <math>\eta_n</math>{{efn|name="Efficiency"}} | 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 |- !colspan="8"| |- !rowspan="2"| W5A 580 722.6 |rowspan="2"| {{convert|580|Nm|lbft|0|abbr=on|lk=on}}{{efn|'''W5A 580:''' built by Chrysler as A580 for cars from Chrysler with 8 cylinder engines<ref Name="ATSG1"/><ref Name="ATSG2"/>}} NAG 1{{efn| name="NAG 1"}} · 2004<ref Name="ATSG1"/><ref Name="ATSG2"/> |rowspan="2"| 58 90 |rowspan="2"| 30 74 |rowspan="2"| 60 108 |rowspan="2"| 3 3 |rowspan="2"| {{round|1456/405*4631/3848|4}} {{font color|red|{{round|3848/1215*4631/3848|4}} {{efn|name="effective"}}{{efn|name="R:1"}}}} | {{round|(1456/405*3848/4631)^(1/2)|4}} |- |style="background:#FFC"| {{round|(1456/405*4631/3848)^(1/4)|4}}{{efn|name="50:50"}} |- ! Gear ! R 2 ! R 1 ! 1 ! 2 ! 3 ! 4 ! 5 |- ! Gear Ratio{{efn| name="Gear Ratio"}} | {{round|-52/27|4}} <math>-\tfrac{52}{27}</math> | {{font color|red|{{round|-3848/1215|4}}{{efn|name="R:1"}}{{efn|name="effective"}} <math>-\tfrac{3,848}{1,215}</math>}} | {{round|1456/405|4}} <math>\tfrac{1,456}{405}</math> | {{font color|red|{{round|728/333|4}}{{efn|name="Step"}} <math>\tfrac{728}{333}</math>}} | {{font color|red|{{round|52/37|4}}{{efn|name="Step"}} <math>\tfrac{52}{37}</math>}} | {{round|1/1|4}} <math>\tfrac{1}{1}</math> | {{font color|red|{{round|3848/4631|4}}{{efn|name="Speed"}} <math>\tfrac{3,848}{4,631}</math>}} |- ! Step | 1.6444 | {{font color|red|0.8810}}{{efn|name="R:1"}} ! 1.0000 |style="background:#FFC"| {{font color|red|1.6444}} |style="background:#FFC"| {{font color|red|1.5556}} |style="background:#FFC"| 1.4054 |style="background:#FFC"| 1.2035 |- ! Δ Step{{efn|name="LS"}} |style="background:#DDF"| |style="background:#DDF"| |style="background:#DDF"| |style="background:#DFD"| {{font color|red|1.0571}}{{efn|name="Step"}} |style="background:#DFD"| {{font color|red|1.1068}}{{efn|name="Step"}} |style="background:#DFD"| 1.1678 |style="background:#DDF"| |- ! Speed | –1.8667 | {{font color|red|–1.1351}} ! 1.0000 | 1.6444 | 2.5580 | 3.5951 | {{font color|red|4.3266}} |- ! Δ Speed | 0.7315 | {{font color|red|1.1351}} ! 1.0000 |style="background:#DFD"| 0.6444 |style="background:#DFD"| 0.9136 |style="background:#DFD"| 1.0370 |style="background:#DFD"| {{font color|red|0.7315}}{{efn|name="Speed"}} |- ! Torque Ratio{{efn|name="Torque Ratio"}} | –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 <math>\eta_n</math>{{efn|name="Efficiency"}} | 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 |- |colspan="8" style="background:#AAF"| |- !colspan="8"|Actuated shift elements{{efn|Permanently '''coupled elements''' * '''C1''' and '''R3''' * '''R2''' and '''C3'''}} |- ! Brake 1{{efn| Blocks '''S1'''}} | | ❶ | ❶ | | | | ❶ |- ! Brake 2{{efn| Blocks '''S2'''}} | | | ❶ | ❶ | ❶ | | |- ! Brake BR{{efn| Blocks '''R2''' and '''C3'''}} | ❶ | ❶ | | | | | |- ! Clutch 1{{efn| Couples '''S1''' with '''C1'''}} | ❶ | | | ❶ | ❶ | ❶ | |- ! Clutch 2{{efn| Couples '''R2''' with the input (turbine)}} | | | | | ❶ | ❶ | ❶ |- ! Clutch 3{{efn|Couples '''S2''' with '''S3'''}} | ❶ | ❶ | ❶ | ❶ | | ❶ | ❶ |- !colspan="8"|Geometric ratios: speed conversion |- !rowspan="2"| Gear Ratio{{efn|name="Gear Ratio"}} R2 & R1 Ordinary{{efn|name="ordinary"|'''Ordinary noted''' * For direct determination of the gear ratio}} Elementary Noted{{efn|name="elementary"|'''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 the torque ratio and efficiency}} |colspan="3"| <math>i_{R2} = -\frac{S_3 (S_2+ R_2)} {S_2 R_3}</math> |colspan="4"| <math>i_{R1} = -\frac{S_3 (S_1+ R_1) (S_2+ R_2)} {R_1 S_2 R_3}</math> |- |colspan="3"| <math>i_{R2} = -\left( 1+ \tfrac{R_2} {S_2} \right) \tfrac{S_3} {R_3}</math> |colspan="4"| <math>i_{R1} = -\left( 1+ \tfrac{S_1} {R_1} \right) \left( 1+ \tfrac{R_2} {S_2} \right) \tfrac{S_3} {R_3}</math> |- !colspan="8"| |- !rowspan="2"| Gear Ratio{{efn|name="Gear Ratio"}} 1 & 5 Ordinary{{efn|name="ordinary"}} Elementary Noted{{efn|name="elementary"}} |colspan="3"| <math>i_1 = \frac{(S_1+ R_1) (S_2+ R_2) (S_3+ R_3)} {R_1 R_2 R_3}</math> |colspan="4"| <math>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}</math> |- |colspan="4"| <math>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)</math> |colspan="3"| <math>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) }}</math> |- !colspan="8"| |- !rowspan="2"| Gear Ratio{{efn|name="Gear Ratio"}} 2–4 Ordinary{{efn|name="ordinary"}} Elementary Noted{{efn|name="elementary"}} |colspan="4"| <math>i_2 = \frac{(S_2+ R_2) (S_3+ R_3)} {R_2 R_3}</math> |colspan="2"| <math>i_3 = \frac{S_2+ R_2} {R_2}</math> |rowspan="2"| <math>i_4 = \frac{1} {1}</math> |- |colspan="4"| <math>i_2 = \left( 1+ \tfrac{S_2} {R_2} \right) \left( 1+ \tfrac{S_3} {R_3} \right)</math> |colspan="2"| <math>i_3 = 1+ \tfrac{S_2} {R_2}</math> |- !colspan="8"|Kinetic ratios: torque conversion |- ! Torque Ratio{{efn|name="Torque Ratio"}} R2 & R1 |colspan="3"| <math>\mu_{R2} = -\left( \tfrac{R_2} {S_2} \eta_0 \right) \tfrac{S_3} {R_3} \eta_0</math> |colspan="4"| <math>\mu_{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</math> |- !colspan="8"| |- ! Torque Ratio{{efn|name="Torque Ratio"}} 1 & 5 |colspan="4"| <math>\mu_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)</math> |colspan="3"| <math>\mu_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) }}</math> |- !colspan="8"| |- ! Torque Ratio{{efn|name="Torque Ratio"}} 2–4 |colspan="4"| <math>\mu_2 = \left( 1+ \tfrac{S_2} {R_2} \eta_0 \right) \left( 1+ \tfrac{S_3} {R_3} \eta_0 \right)</math> |colspan="2"| <math>\mu_3 = 1+ \tfrac{S_2} {R_2} \eta_0</math> | <math>\mu_4 = \tfrac{1} {1}</math> |- |colspan="8" style="background:#AAF"| |- |colspan="8"| {{notelist|3|group=efn}} |- |colspan="8" style="background:#AAF"| |} </div>

== Applications ==

<div style="overflow:auto"> {| class="wikitable collapsible" text-align:center" |+ Variants and applications |- !style="width:9%"| Model Make !style="width:91%"| Car Model{{efn|without any claim of completeness}} |- |colspan="2" style="background:#AAF"| |- !colspan="2"| Mercedes models |- ! C-Class |{{div col| colwidth=25em}} * 1996–2000 W 202 * 2001–2005 W 203 (all models) * 2006–2007 W 203 (4-cyl and 4-matic models only) * 2007–2011 W 204 (4-cyl models only) {{div col end}} |- ! CLK-Class |{{div col| colwidth=25em}} * 1998–2002 C 208 * 2003–2005 C 209 (all models except 2005 CLK 500) * 2006–2009 C 209 (4-cyl and CLK 55 AMG only) {{div col end}} |- ! E-Class |{{div col| colwidth=25em}} * 1996–2002 W 210 (all models except some early 1996 cars) * 2002–2006 W 211 (all models except 2004-2006 RWD E 500) * 2007–2009 W 211 (4-cyl and 4-matic only) * 2009–2011 W 212 (4-cyl models only) {{div col end}} |- ! S-Class |{{div col| colwidth=25em}} * 1996–1998 W 140 * 1999–2005 W 220 * 2006–2013 W 221 (V12 models only) {{div col end}} |- ! CL-Class |{{div col| colwidth=25em}} * 1996–1998 C 140 * 2000–2006 C 215 * 2007–2014 C 216 (V12 Models only) {{div col end}} |- ! CLS-Class |{{div col| colwidth=25em}} * 2004–2006 C 219 {{div col end}} |- ! ML-Class |{{div col| colwidth=25em}} * 1998–2005 W 163 {{div col end}} |- ! G-Class |{{div col| colwidth=25em}} * 1996–2006 W 463 (all models) * 2007–2012 W 463 (G 55 AMG only) {{div col end}} |- ! SLK-Class |{{div col| colwidth=25em}} * 1997–2003 R 170 * 2004–2010 R 171 (4-cyl models only) {{div col end}} |- ! SL-Class |{{div col| colwidth=25em}} * 1996–2001 R 129 * 2001–2004 E 230 (all models) * 2005–2006 R 230 (all models except SL 500) * 2007–2011 R 230 (SL 55 AMG and V12 models only) {{div col end}} |- ! SLR |{{div col| colwidth=25em}} * 2005–2009 W 199 {{div col end}} |- ! Maybach |{{div col| colwidth=25em}} * 2002–2013 57 and 62 {{div col end}} |- !colspan="2"| Other models |- ! Jeep |{{div col| colwidth=25em}} * 2002–2013 Grand Cherokee<ref>:de:Jeep Grand Cherokee</ref>{{Better source needed|reason=Wikipedia itself is not supposed to be used as a source.|date=June 2025}} (02-04 WG Diesel W5J400, 05-10 Gran Cherokee (WK) V6, WK 6.1 SRT V8, WH V6 3.0 Diesel export only ''Steyr'' W5A580) * 2006–2010 Commander (XK) XK (3.7 gas) XH (3.0 diesel - export) * 2012–2018 Wrangler (JK)<ref>:de:Jeep Wrangler</ref>{{Better source needed|reason=Wikipedia itself is not supposed to be used as a source.|date=June 2025}} * Liberty (KK) (W5A580) {{div col end}} |- ! Dodge |{{div col| colwidth=25em}} * 2005–2008 Magnum (AWD, RT, SRT8 only) * 2006–2014 Charger (2006-14 R/T, SRT8; 5.7, 6.1L, & 6.4) (2006-2007 3.5L V6 HO) * 2006–2020 Charger Pursuit * 2007–2011 Nitro (4.0L and 2,8 diesel) * 2009–2014 Challenge * 2011–2012 Durango (V6 Models only) * 2003–2006 Dodge Sprinter Vans (North America) {{div col end}} |- ! Chrysler |{{div col| colwidth=25em}} * 2004–2008 Crossfire, all models<ref>Chrysler Crossfire</ref>{{Better source needed|reason=Wikipedia itself is not supposed to be used as a source.|date=June 2025}} * 2005–2014 300 {{div col end}} |- ! Lancia |{{div col| colwidth=25em}} * 2011–2014 Thema {{div col end}} |- ! Jaguar |{{div col| colwidth=25em}} * 1998–2003  308 (Supercharged models only) * 1998–2002 XK (X 100) (Supercharged models only) {{div col end}} |- ! SsangYong |{{div col| colwidth=25em}} * 1997–2014 Chairman H * 2001–2017 Rexton * 2004–2019 Rudius * 2005–2014 Kyron * 2014–2018 Actyon {{div col end}} |- ! Porsche |{{div col| colwidth=25em}} * 2001–2010 996.2 and 997.1 Carrera and Turbo {{div col end}} |- ! Freightliner |{{div col| colwidth=25em}} * 2001–2007 Freightliner Sprinter Vans (USA) {{div col end}} |- |colspan="2" style="background:#AAF"| |- |colspan="2"| {{notelist|2|group=efn}} |- |colspan="2" style="background:#AAF"| |} </div>

== See also ==

{{div col| colwidth=29em}} * List of Mercedes-Benz transmissions * List of Chrysler transmissions {{div col end}}

== References ==

== External links ==

{{div col| colwidth=29em}} * [http://www.wkjeeps.com/wk_transm.htm WK Transmissions] * [https://att24.de/ ATT24 GmbH] * [https://db-automobile.com/ db automobile GmbH] {{div col end}}

Mercedes-Benz 5G-Tronic transmission

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