ZF 9HP transmission

{{short description|Motor vehicle automatic transmission modela}}

{{Infobox automobile | name = ZF 9HP | production = 2013–present | manufacturer = [[ZF Friedrichshafen AG|ZF Friedrichshafen]] | assembly = [[Gray Court, South Carolina]], United States | class = 9-speed [[transverse engine|transverse]] [[automatic transmission]] | related = [[Aisin–Toyota 8-speed automatic transmission|Aisin-Toyota 8-speed]] · [[ZF 8HP transmission|ZF 8HP]] | predecessor = [[ZF 4HP transmission|ZF 4HP]] }}

'''9HP''' is the [[trademark]] name for the [[ZF Friedrichshafen]] 9-speed [[automatic transmission]] models ('''9'''-speed transmission with '''H'''ydraulic converter and '''P'''lanetary gearsets) for [[transverse engine]] applications, designed by ZF's subsidiary in [[Saarbrücken]] and built in [[Gray Court, South Carolina]].<ref name="press releases">{{cite web|url=http://www.zf.com/corporate/en/press/press_releases/products_press/products_detail.jsp?newsId=21831400|title=ZF Develops 9-Speed Automatic Transmission for Passenger Cars}}</ref> It is used in [[front-wheel drive]] and [[all-wheel drive]] vehicles.

The 9HP is the world's first 9-speed automatic transmission for passenger cars. [[Land Rover]] and [[Jeep]] launched it at the 2013 [[Geneva Motor Show]].<ref name="The Car Addict" /> The [[Jeep Cherokee (KL)|2014 Jeep Cherokee]] then was the first car with this transmission delivered to customers.

== 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"| First Deliv- ery !colspan="10"| Gear !colspan="3"| Total Span !rowspan="2"| Avg. Step !colspan="2"| Components !colspan="4"| Nomenclature |- ! R ! 1 ! 2 ! 3 ! 4 ! 5 ! 6 ! 7 ! 8 ! 9 ! Nomi- nal ! Effec- tive ! Cen- ter ! Total ! per Gear{{efn| name="Forward"| Forward gears only}} ! Gears Count ! Cou- pling ! Gear- sets ! Maximum Input Torque |- |colspan="22" style="background:#AAF"| |- !9HP 28 9HP 48 | 2013 | {{round|-3142144/825825|3}} | {{round|184832/39325|3}} | {{round|369664/130075|3}} | {{round|5776/3025|3}} | {{round|76/55|3}} | {{round|1/1|3}} | {{round|34048/42133|3}} | {{round|6272/8967|3}} | {{round|76/131|3}} | {{round|2176/4541|3}} | {{round|184832/39325*4541/2176|3}} | {{round|3142144/825825*4541/2176|3}} | {{round|(184832/39325*2176/4541)^(1/2)|3}} | {{round|(184832/39325*4541/2176)^(1/8)|3}} | 4 [[Epicyclic gearing|Gearsets]] 3 Brakes 3 Clutches | {{round|10/9|3}} | 9{{efn| name="Forward"}} | H{{efn| Hydraulic [[torque converter]]· {{langx| de| '''H'''ydraulischer Wandler oder Drehmomentwandler}}}} | P{{efn| [[Epicyclic gearing| Planetary gearing]] · {{langx| de| '''P'''lanetenradsätze}}}} | {{convert| 280| Nm| lbft| 0| abbr=on| lk=on}}{{efn| for both gasoline and diesel<ref name="press releases" />}} {{convert| 450| Nm| lbft| 0| abbr=on| lk=on}}{{efn| for gasoline<ref name="press releases" />}} {{convert| 480| Nm| lbft| 0| abbr=on| lk=on}}{{efn| for diesel<ref name="press releases" />}} |- |colspan="22" style="background:#AAF"| |- |colspan="22"| {{notelist|3|group=efn}} |- |colspan="22" style="background:#AAF"| |} </div>

== History ==

Production of the 9HP started in 2013 at ZF's Gray Court facility in [[Laurens, South Carolina]]. 400,000 units are produced per year.<ref>{{cite web| url=http://www.the-car-addict.com/2012/04/spotted-zf-testing-9hp-hybrid.html| title=Spotted: ZF testing the 9HP Hybrid transmission| access-date=2012-05-31| archive-date=2012-06-11| archive-url=https://web.archive.org/web/20120611092242/http://www.the-car-addict.com/2012/04/spotted-zf-testing-9hp-hybrid.html| url-status=dead }}</ref>

Production of the 9HP for Fiat and Chrysler vehicles began in May 2013 at Indiana Transmission Plant I (ITPI), followed by Tipton Transmission Plant in Tipton County, Indiana in May 2014.<ref>[http://media.chrysler.com/newsrelease.do;jsessionid=7C83DA28BCDDE8D399435FEC01D49F0A?&id=15636&mid=1 Chrysler Group Dedicates New Plant and Launches Nine-Speed Production in Tipton, Ind.]</ref>

== Planetary gearset concept ==

=== Improved fuel economy ===

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. ZF claims that it is able to save an average of 16% in fuel compared with current 6-speed automatic transmissions.<ref name="press releases" />

=== Reduced manufacturing complexity ===

In order to avoid a further increase in manufacturing complexity while expanding the number of gear ratios, [[ZF Friedrichshafen|ZF]] switched from the conventional design method—in which the [[epicyclic gearing|planetary gearset concept]] was limited to a purely serial or in-line power flow—to a more modern design method that utilizes a [[epicyclic gearing|planetary gearset concept]] with combined parallel and serial power flow. This was only possible thanks to computer-aided design and has resulted in a globally patented gearset concept. 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 8HP has become the new reference standard (benchmark) for automatic transmissions.

<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 [[Epicyclic gearing|planetary gearsets]] ** to increase the number of gears ** with unchanged number of components * '''serial:''' in-line combined [[Epicyclic gearing|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 (economics)|Elasticity]]{{efn|name="Progress"|'''Innovation [[Elasticity (economics)|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 (economics)|elasticity]] is greater than 1,''' are considered for realization * The '''required innovation [[Elasticity (economics)|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"| |- ! 9HP 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"| |- ! 9HP [[ZF 4HP transmission|4HP]]{{efn|'''Direct predecessor''' * To reflect the progress of the specific model change}} | 9{{efn|name="rev"|plus 1 reverse gear}} 4{{efn|name="rev"}} !rowspan="2"|Progress{{efn|name="Progress"}} | 10 7 | 4 2{{efn|combined as a compound [[Ravigneaux planetary gearset|Ravigneaux gearset]]}} | 3 2 | 3 3 |- ! Δ Number | 5 | 3 | 2 | 1 | 0 |- ! Relative Δ | {{round|5/4|3}} <math>\tfrac{5} {4}</math> | '''{{round|35/12|3}}'''{{efn|name="Progress"}} <math>\tfrac{5} {4}: \tfrac{3} {7}= \tfrac{5} {4} \cdot \tfrac{7} {3}= \tfrac{35} {12}</math> | {{round|3/7|3}} <math>\tfrac{3} {7}</math> | {{round|2/2|3}} <math>\tfrac{2} {2}</math> | {{round|1/2|3}} <math>\tfrac{1} {2}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> |- !colspan="7"| |- ! 9HP [[AWTF-80 SC|Aisin]]{{efn|'''Market predecessor''' * As the reference standard for [[transverse engine]] vehicles, the [[Aisin]]s [[AWTF-80 SC]] reflects the progress for car manufacturer and customer at that time}} | 9{{efn|name="rev"|plus 1 reverse gear}} 4{{efn|name="rev"}} !rowspan="2"|Progress{{efn|name="Progress"}} | 10 8 | 4 3{{efn|of which two gearstets are combined as a compound [[Ravigneaux planetary gearset|Ravigneaux gearset]]}} | 3 2 | 3 3 |- ! Δ Number | 3 | 2 | 1 | 1 | 0 |- ! Relative Δ | {{round|3/6|3}} <math>\tfrac{3} {6}</math> | '''{{round|2/1|3}}'''{{efn|name="Progress"}} <math>\tfrac{3} {6}: \tfrac{2} {8}= \tfrac{1} {2} \cdot \tfrac{4} {1}= \tfrac{2} {1}</math> | {{round|2/8|3}} <math>\tfrac{2} {8}</math> | {{round|1/3|3}} <math>\tfrac{1} {3}</math> | {{round|1/3|3}} <math>\tfrac{-1} {3}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> |- !colspan="7"| |- ! 9HP [[ZF 8HP transmission|8HP]]{{efn|'''Current reference standard (benchmark)''' * The 8HP has become the new reference standard (benchmark) for automatic transmissions. Although designed for longitudinal installation, it is nevertheless the industry standard.}} | 9{{efn|name="rev"}} 8{{efn|name="rev"}} !rowspan="2"| Current Market Position{{efn|name="Progress"}} | 10 9 | 4 4 | 3 2 | 3 3 |- ! Δ Number | 1 | 1 | 0 | 1 | 0 |- ! Relative Δ | {{round|1/8|3}} <math>\tfrac{1} {8}</math> | {{font color|red|{{round|9/8|3}}{{efn|name="Progress"}} <math>\tfrac{1} {8}: \tfrac{1} {9}= \tfrac{1} {8} \cdot \tfrac{9} {1}= \tfrac{9} {8}</math>}} | {{round|1/9|3}} <math>\tfrac{1} {9}</math> | {{round|0/4|3}} <math>\tfrac{0} {4}</math> | {{round|1/2|3}} <math>\tfrac{1} {2}</math> | {{round|0/3|3}} <math>\tfrac{0} {3}</math> |- !colspan="7"| |- ! W9A 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 [[General Motors|GM]] ** [[Cruise-O-Matic]] from [[Ford Motor Company|Ford]] ** [[TorqueFlite]] from [[Chrysler]] ** [[Automatic Drive|Detroit Gear]] from [[BorgWarner]] for [[Studebaker]] ** [[Borg-Warner 35 transmission|BW-35]] from [[BorgWarner]] and as [[Borg-Warner 35 transmission|T35]] from [[Aisin]] ** [[Jatco 3N71 transmission|3N 71]] from [[Nissan]]/[[Jatco]] ** [[ZF 3HP transmission|3 HP]] from [[ZF Friedrichshafen]] ** [[Mercedes-Benz first series automatic transmission|W3A 040 and W3B 050]] from [[Mercedes-Benz]]}} | 9{{efn|name="rev"}} 3{{efn|name="rev"}} !rowspan="2"| Historical Market Position{{efn|name="Progress"}} | 10 7 | 4 2 | 3 3 | 3 2 |- ! Δ Number | 6 | 3 | 2 | 0 | 1 |- ! Relative Δ | {{round|6/3|3}} <math>\tfrac{6} {3}</math> | '''{{round|14/3|3}}'''{{efn|name="Progress"}} <math>\tfrac{6} {3}: \tfrac{3} {7}= \tfrac{2} {1} \cdot \tfrac{7} {3}= \tfrac{14} {3}</math> | {{round|3/7|3}} <math>\tfrac{3} {7}</math> | {{round|1/1|3}} <math>\tfrac{1} {1}</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 9HP is only 0.24 inches (6 mm) longer than, and weighs 16.5 lbs (7.5 kg) less than, the outgoing six-speed transmission. The compact packaging is achieved by using a number of innovative design features: a new compact hydraulic vane-type pump, two patented [[dog clutch]]es,<ref name="dog">[http://www.thetruthaboutcars.com/2014/02/zfs-9-speed-9hp-transmission-puts-dog-clutches-on-the-leash/ ZF’s 9-Speed 9HP Transmission Puts Dog Clutches On The Leash]</ref> which replace bulkier conventional clutch packs, and a nested gear set.<ref name="The Car Addict">{{cite web| url=http://www.the-car-addict.com/2013/02/land-rover-uses-9speed-transmission-by-zf.html| title=Land Rover uses the 9-speed automatic transmission by ZF| access-date=2013-02-27| archive-date=2013-03-07| archive-url=https://web.archive.org/web/20130307154307/http://www.the-car-addict.com/2013/02/land-rover-uses-9speed-transmission-by-zf.html| url-status=dead }}</ref>

<div style="overflow:auto"> {|class="wikitable collapsible" style="width=1em; 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="4"| 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="4"| Planetary Gearset: Teeth{{efn|'''Layout''' * Input and output are on the same side * Planetary gearset 4 is on the input (turbine) side * Input shafts are, if actuated, '''S1''', '''R1 + S3''', and '''C3 + R4''' * Output shaft is '''C4'''}} !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="11" style="background:#AAF"| |- ! Model Type !colspan="3"| Version First Delivery · Weight ! S4{{efn|Sun 4: sun gear of gearset 4}} R4{{efn|Ring 4: ring gear of gearset 4}} ! S3{{efn|Sun 3: sun gear of gearset 3}} R3{{efn|Ring 3: ring gear of gearset 3}} ! S2{{efn|Sun 2: sun gear of gearset 2}} R2{{efn|Ring 2: ring gear of gearset 2}} ! S1{{efn|Sun 1: sun gear of gearset 1}} R1{{efn|Ring 1: ring gear of gearset 1}} ! 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 4) '''is always larger''' ** and the '''upper half of the gear steps''' (between the large gears; rounded up, here the last 4) '''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 ! 1 ! 2 ! 3 ! 4 ! 5 ! 6 ! 7 ! 8 ! 9 |- ! Gear Ratio{{efn| name="Gear Ratio"}} ! <math>{i_R}</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"}} ! <math>{i_6}</math>{{efn| name="Gear Ratio"}} ! <math>{i_7}</math>{{efn| name="Gear Ratio"}} ! <math>{i_8}</math>{{efn| name="Gear Ratio"}} ! <math>{i_9}</math>{{efn| name="Gear Ratio"}} |- ! Step{{efn|name="50:50"}} ! <math>-\frac{i_R} {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> ! <math>\frac{i_5} {i_6}</math> ! <math>\frac{i_6} {i_7}</math> ! <math>\frac{i_7} {i_8}</math> ! <math>\frac{i_8} {i_9}</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"| ! <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> ! <math>\tfrac{i_4} {i_5} : \tfrac{i_5} {i_6}</math> ! <math>\tfrac{i_5} {i_6} : \tfrac{i_6} {i_7}</math> ! <math>\tfrac{i_6} {i_7} : \tfrac{i_7} {i_8}</math> ! <math>\tfrac{i_7} {i_8} : \tfrac{i_8} {i_9}</math> !style="background:#DDF"| |- ! Shaft Speed ! <math>\frac{i_1} {i_R}</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> ! <math>\frac{i_1} {i_6}</math> ! <math>\frac{i_1} {i_7}</math> ! <math>\frac{i_1} {i_8}</math> ! <math>\frac{i_1} {i_9}</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>0 - \tfrac{i_1} {i_R}</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> ! <math>\tfrac{i_1} {i_6} - \tfrac{i_1} {i_5}</math> ! <math>\tfrac{i_1} {i_7} - \tfrac{i_1} {i_6}</math> ! <math>\tfrac{i_1} {i_8} - \tfrac{i_1} {i_7}</math> ! <math>\tfrac{i_1} {i_9} - \tfrac{i_1} {i_8}</math> |- ! Torque Ratio{{efn|name="Torque Ratio"}} ! <math>\mu_R</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"}} ! <math>\mu_6</math>{{efn|name="Torque Ratio"}} ! <math>\mu_7</math>{{efn|name="Torque Ratio"}} ! <math>\mu_8</math>{{efn|name="Torque Ratio"}} ! <math>\mu_9</math>{{efn|name="Torque Ratio"}} |- ! Efficiency <math>\eta_n</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_R} {i_R}</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"}} ! <math>\frac{\mu_6} {i_6}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_7} {i_7}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_8} {i_8}</math>{{efn|name="Efficiency"}} ! <math>\frac{\mu_9} {i_9}</math>{{efn|name="Efficiency"}} |- |colspan="11" style="background:#AAF"| |- !rowspan="2"| 9HP 28 9HP 48 |rowspan="2" colspan="3"| 280 Nm{{efn|{{convert|280|Nm|lbft|0|abbr=on|lk=on}} for both gasoline and diesel<ref name="press releases" />}} · 2013 · {{convert|78|kg|lb|0|abbr=on|lk=on}} 450 Nm{{efn| {{convert|450|Nm|lbft|0|abbr=on|lk=on}} for gasoline<ref name="press releases" />}} · 2013 · {{convert|86|kg|lb|0|abbr=on|lk=on}} 480 Nm{{efn| {{convert|480|Nm|lbft|0|abbr=on|lk=on}} for diesel<ref name="press releases" />}} · 2013 · {{convert|86|kg|lb|0|abbr=on|lk=on}} |rowspan="2"| 42 110 |rowspan="2"| 42 110 |rowspan="2"| 91{{efn|91/133 or 104/152}} 133 |rowspan="2"| 42 86 |rowspan="2"| 3{{efn|Thereof 1 dog break<ref name="dog" />}} 3{{efn|Thereof 1 dog clutch<ref name="dog" />}} |rowspan="2"| {{round|184832/39325*4541/2176|4}} {{font color|red|{{round|3142144/825825*4541/2176|4}} {{efn|name="effective"}}{{efn|name="R:1"}}}} | {{round|(184832/39325*2176/4541)^(1/2)|4}} |- | style="background:#FFC"| {{round|(184832/39325*4541/2176)^(1/8)|4}}{{efn|name="50:50"}} |- ! Gear ! R ! 1 ! 2 ! 3 ! 4 ! 5 ! 6 ! 7 ! 8 ! 9 |- ! Gear Ratio{{efn| name="Gear Ratio"}} | {{font color|red|{{round|-3142144/825825|4}} {{efn|name="R:1"}}{{efn|name="effective"}} <math>-\tfrac{3,142,144}{825,825}</math>}} | {{round|184832/39325|4}} <math>\tfrac{184,832}{39,325}</math> | {{round|369664/130075|4}} <math>\tfrac{369,664}{130,075}</math> | {{round|5776/3025|4}} <math>\tfrac{5,776}{3,025}</math> | {{font color|red|{{round|76/55|4}} {{efn|name="Step"}} <math>\tfrac{76}{55}</math>}} | {{round|1/1|4}} <math>\tfrac{1}{1}</math> | {{font color|red|{{round|34048/42133|4}} {{efn|name="Speed"}} <math>\tfrac{34,048}{42,133}</math>}} | {{font color|red|'''{{round|6272/8967|4}}'''}} {{efn|name="Step"}}{{efn|name="Speed"}} <math>\tfrac{6,272}{8,967}</math> | {{font color|red|'''{{round|76/131|4}}'''}} {{efn|name="Step"}} <math>\tfrac{76}{131}</math> | {{round|2176/4541|4}} <math>\tfrac{2,176}{4,541}</math> |- ! Step | {{font color|red|0.8095{{efn|name="R:1"}}}} ! 1.0000 | style="background:#FFC"|1.6538 | style="background:#FFC"|1.4884 | style="background:#FFC"|{{font color|red|1.3818}} | style="background:#FFC"|1.3818 | style="background:#FFC"|1.2375 | style="background:#FFC"|{{font color|red|'''1.1553'''}} | style="background:#FFC"|{{font color|red|'''1.2056'''}} | style="background:#FFC"|1.2107 |- ! Δ Step{{efn|name="LS"}} | style="background:#DDF"| | style="background:#DDF"| | style="background:#DFD"|1.1112 | style="background:#DFD"|1.0771 | style="background:#DFD"|{{font color|red|1.0000}}{{efn|name="Step"}} | style="background:#DFD"|1.1167 | style="background:#DFD"|1.0711 | style="background:#DFD"|{{font color|red|'''0.9583'''}}{{efn|name="Step"}} | style="background:#DFD"|{{font color|red|'''0.9958'''}}{{efn|name="Step"}} | style="background:#DDF"| |- ! Speed | {{font color|red|-1.2353}} ! 1.0000 | 1.6538 | 2.4615 | 3.4014 | 4.7001 | {{font color|red|5.5816}} | {{font color|red|'''6.7197'''}} | 8.1015 | 9.8085 |- ! Δ Speed | {{font color|red|1.2353}} ! 1.0000 | style="background:#DFD"|0.6538 | style="background:#DFD"|0.8077 | style="background:#DFD"|0.9399 | style="background:#DFD"|1.2987 | style="background:#DFD"|{{font color|red|1.1161}}{{efn|name="Speed"}} | style="background:#DFD"|{{font color|red|'''0.9035'''}}{{efn|name="Speed"}} | style="background:#DFD"|1.3818 | style="background:#DFD"|1.7066 |- ! Torque Ratio{{efn|name="Torque Ratio"}} | -3.5391 –3.4099 | 4.5931 4.5402 | 2.7922 2.7675 | 1.8884 1.8779 | 1.3742 1.3704 | 1.0000 | 0.8005 0.7966 | 0.6904 0.6857 | 0.5717 0.5673 | 0.4653 0.4582 |- ! Efficiency <math>\eta_n</math>{{efn|name="Efficiency"}} | 0.9302 0.8962 | 0.9772 0.9660 | 0.9825 0.9738 | 0.9890 0.9835 | 0.9945 0.9917 | 1.0000 | 0.9906 0.9857 | 0.9870 0.9803 | 0.9854 0.9779 | 0.9710 0.9561 |- |colspan="11" style="background:#AAF"| |- !colspan="11"| Actuated shift elements{{efn|Permanently '''coupled elements''' * '''C1, C2''', and '''R3''' * '''S3 ''' and '''S4''' * '''C3 ''' and ''' R4'''}} |- ! Brake A{{efn| Dog brake blocks '''S3''' and '''S4'''}} | ❶ | ❶ | ❶ | ❶ | ❶ | | | | | |- ! Brake C{{efn| Blocks '''S1'''}} | | | ❶ | | | | ❶ | | ❶ | |- ! Brake D{{efn| Blocks '''R2'''}} | ❶ | ❶ | | | | | | ❶ | ❶ | ❶ |- ! Clutch B{{efn| Couples '''S1''' with input (turbine)}} | ❶ | | | ❶ | | ❶ | | | | ❶ |- ! Clutch E{{efn| Couples '''C3''' and '''R4''' with input (turbine)}} | | | | | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ |- ! Clutch F{{efn| Dog clutch couples '''R1''' and '''S2''' with input (turbine)}} | | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ | | |- !colspan="11"| Geometric ratios: speed conversion |- !rowspan="2"| Gear Ratio{{efn| name="Gear Ratio"}} R & 1 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 ordinary 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 conversion rate and efficiency}} |colspan="5"| <math>i_R = \frac{(S_1 S_2- R_1 R_2) (S_3+ R_3) (S_4+ R_4)} {S_1 S_2 R_3 R_4}</math> |colspan="5"| <math>i_1 = \frac{(S_2+ R_2) (S_3+ R_3) (S_4+ R_4)} {S_2 R_3 R_4}</math> |- |colspan="5"| <math>i_R =\left( 1- \tfrac{R_1 R_2} {S_1 S_2} \right) \left( 1+ \tfrac{S_3} {R_3} \right) \left(1 + \tfrac{S_4} {R_4} \right)</math> |colspan="5"| <math>i_1 = \left( 1+ \tfrac{R_2} {S_2} \right) \left( 1+ \tfrac{S_3} {R_3} \right) \left( 1+ \tfrac{S_4} {R_4} \right)</math> |- !colspan="11"| |- !rowspan="2"| Gear Ratio{{efn| name="Gear Ratio"}} 2 & 3 Ordinary{{efn|name="ordinary"}} Elementary Noted{{efn|name="elementary"}} |colspan="5"| <math>i_2 = \frac{(S_1+ R_1) (S_3+ R_3) (S_4+ R_4)} {R_1 R_3 R_4}</math> |colspan="5"| <math>i_3 = \frac{(S_3+ R_3) (S_4+ R_4)} {R_3 R_4}</math>

|- |colspan="5"| <math>i_2 = \left( 1+ \tfrac{S_1} {R_1} \right) \left( 1+ \tfrac{S_3} {R_3} \right) \left( 1+ \tfrac{S_4} {R_4} \right)</math> |colspan="5"| <math>i_3 = \left( 1+ \tfrac{S_3} {R_3} \right) \left( 1+ \tfrac{S_4} {R_4} \right)</math> |- !colspan="11"| |- !rowspan="2"| Gear Ratio{{efn| name="Gear Ratio"}} 5–7 Ordinary{{efn|name="ordinary"}} Elementary Noted{{efn|name="elementary"}} |rowspan="2"| <math>i_5 = \frac{1} {1}</math> |colspan="5"| <math>i_6 = \frac{S_3 (S_1+ R_1) (S_4+ R_4)} {S_3 (S_1+ R_1) (S_4+ R_4)+ S_1 R_3 S_4}</math> |colspan="4"| <math>i_7 = \frac{S_3 (S_2+ R_2) (S_4+ R_4)} {S_3 (S_2+ R_2) (S_4+ R_4)+ R_2 R_3 S_4}</math> |- |colspan="5"| <math>i_6 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3}} { \left( 1+ \tfrac{R_1} {S_1} \right) \left(1+ \tfrac{R_4} {S_4} \right)}}</math> |colspan="4"| <math>i_7 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3}} { \left( 1+ \tfrac{S_2} {R_2} \right) \left( 1+ \tfrac{R_4} {S_4} \right)}}</math> |- !colspan="11"| |- !rowspan="2"| Gear Ratio{{efn| name="Gear Ratio"}} 4 & 8 & 9 Ordinary{{efn|name="ordinary"}} Elementary Noted{{efn|name="elementary"}} |colspan="2"| <math>i_4 = \frac{S_4+ R_4} {R_4}</math> |colspan="3"| <math>i_8 = \frac{S_3 (S_4+ R_4)} {S_4 (S_3+ R_3)+ S_3 R_4}</math> |colspan="5"| <math>i_9 = \frac{S_3 (R_1 R_2- S_1 S_2) (S4+ R_4)} {S_3 (R_1 R_2- S_1 S_2) (S_4+ R_4)+ R_1 R_2 R_3 S_4}</math> |- |colspan="2"| <math>i_4 = 1+ \tfrac{S_4} {R_4}</math> |colspan="3"| <math>i_8 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3}} {1+ \tfrac{R_4} {S_4}}}</math> |colspan="5"| <math>i_9 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3}} { \left( 1- \tfrac{S_1 S_2} {R_1 R_2} \right) \left( 1+ \tfrac{R_4} {S_4} \right)}}</math> |- !colspan="11"| Kinetic ratios: torque conversion |- ! Torque Ratio{{efn|name="Torque Ratio"}} R & 1 |colspan="5"| <math>\mu_R = \left(1 - \tfrac{R_1 R_2} {S_1 S_2} {\eta_0}^2 \right) \left( 1+ \tfrac{S_3} {R_3} \eta_0 \right) \left( 1+ \tfrac{S_4} {R_4} \eta_0 \right)</math> |colspan="5"| <math>\mu_1 = \left( 1+ \tfrac{R_2} {S_2} \eta_0 \right) \left( 1+ \tfrac{S_3} {R_3} \eta_0 \right) \left( 1+ \tfrac{S_4} {R_4} \eta_0 \right)</math> |- !colspan="11"| |- ! Torque Ratio{{efn|name="Torque Ratio"}} 2 & 3 |colspan="5"| <math>\mu_2 = \left( 1+ \tfrac{S_1} {R_1} \eta_0 \right) \left( 1+ \tfrac{S_3} {R_3} \eta_0 \right) \left( 1+ \tfrac{S_4} {R_4} \eta_0 \right)</math> |colspan="5"| <math>\mu_3 = \left( 1+ \tfrac{S_3} {R_3} \eta_0 \right) \left( 1+ \tfrac{S_4} {R_4} \eta_0 \right)</math> |- !colspan="11"| |- ! Torque Ratio{{efn|name="Torque Ratio"}} 5–7 |colspan="1"| <math>\mu_5 = \tfrac{1} {1}</math> |colspan="5"| <math>\mu_6 = \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_4} {S_4} \eta_0 \right)}}</math> |colspan="4"| <math>\mu_7 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3} \cdot \tfrac{1} {\eta_0}} {\left( 1+ \tfrac{S_2} {R_2} \eta_0 \right) \left( 1+ \tfrac{R_4} {S_4} \eta_0 \right)}}</math> |- !colspan="11"| |- ! Torque Ratio{{efn|name="Torque Ratio"}} 4 & 8 & 9 |colspan="2"| <math>\mu_4 = 1+ \tfrac{S_4} {R_4} \eta_0</math> |colspan="3"| <math>\mu_8 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3} \cdot \tfrac{1} {\eta_0}} {1+ \tfrac{R_4} {S_4} \eta_0}}</math> |colspan="5"| <math>\mu_9 = \tfrac{1} {1+ \tfrac{\tfrac{R_3} {S_3} \cdot \tfrac{1} {\eta_0}} {\left( 1- \tfrac{S_1 S_2} {R_1 R_2} \cdot \tfrac{1} {{\eta_0}^2} \right) \left( 1+ \tfrac{R_4} {S_4} \eta_0 \right)}}</math> |- |colspan="11" style="background:#AAF"| |- |colspan="11"| {{notelist|2|group=efn}} |- |colspan="11" style="background:#AAF"| |} </div>

=== How it works ===

An animated drive line schematic & a rotational speeds nomogram [[File:ZF 9HP Animated Schematic Drive Line & Nomogram.gif]]

These ordinates are positioned on the abscissa in strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, the output ratios on the ordinate '''C4''' (carrier of planetary gearset 4) follows closely to those of the actual transmission. Note that elements A and F are labelled swapped (cf. legend below).

=== Nomogram ===

[[File:ZF 9HP Nomogram.svg|thumb|600px|{{center|1= Concentric Planetary gearset - [[Simpson planetary gearset|Simpson Planetary gearset]] }}]]

[http://home.citycable.ch/pierrefleur/ZF/ZF9HP-SVG.html <big>'''▶️ Interactive nomogram'''</big>] {{Webarchive|url=https://web.archive.org/web/20170202054634/http://home.citycable.ch/pierrefleur/ZF/ZF9HP-SVG.html| date=2017-02-02 }}

This interactive [[nomogram]] is a real geometric calculator exactly representing the rotational speeds of the transmission's '''3x4 = 12''' internal shafts for each of its '''9''' ratios (+ ''reverse''), grouped according to their '''5 permanent''' coupling on '''4 joint''' ordinates and '''3 independent''' ordinates. These ordinates are positioned on the [[abscissa]] in strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, the '''output''' ratios on the '''6th ordinate''' (''carrier of the fourth planetary gearset'') follows closely those of the actual transmission. This advantageous geometric construction sets us free from [[Robert Willis (engineer)|Robert Willis]]' famous and tedious formula,<ref>{{cite web| title=Principles of mechanism| author=Robert Willis| url=https://ia804707.us.archive.org/15/items/principlesmecha02willgoog/principlesmecha02willgoog.pdf| date=1841| access-date=2024-11-04 }}{{Dead link|date=August 2025| bot=InternetArchiveBot| fix-attempted=yes }}</ref> because all calculations are exclusively determined by lengths ratios, respectively teeth numbers on the [[abscissa]] for the 4 epicyclic ratios, and of rotational speeds on the '''6th ordinate''' for the 10 gear ratios.

=== Legend ===

'''A''': Dog brake (blocks '''S3''' and '''S4''') '''C''': Brake (blocks '''S1''') '''D''': Brake (blocks '''R2''') '''B''': Clutch (couples '''S1''' with input shaft) '''E''': Clutch (couples '''C3''' and '''R4''' with input shaft) '''F''': Dog clutch (couples '''R1''' and '''S2''' with input shaft)

== Technical imperfections ==

The transmission has been problematic, as customers of Jeep, Chrysler, and Acura models equipped with the transmission have experienced problems in their vehicles regarding slow shifting and noisy operation. ZF has said this is due to software problems, not mechanical issues.<ref name="Car and Driver">{{cite web| url=http://www.caranddriver.com/news/a15356669/holy-shift-zf-9-speed-automatic-problems-mount-chrysler-releases-third-software-update-for-jeep-cherokee/|title=Holy Shift ZF 9 Speed Automatic Problems Mount Chrysler Releases Third Software Update for Jeep Cherokee|date=4 February 2015}}</ref>

Chrysler issued Technical Service Bulletins (TSB) for the 2014 [[Jeep Cherokee]] to "fix rough and delayed gearshifts", and Acura has issued transmission-related recalls for the 2015 [[Acura TLX]].<ref name="CDblog">{{cite web|url=http://blog.caranddriver.com/short-shift-jeep-cherokee-9-speed-automatic-gets-second-update-for-rough-shifting/|title=Short Shirt Jeep Cherokee 9 Speed Automatic Gets Second Update for Rough Shifting|access-date=2015-03-28|archive-date=2015-03-23|archive-url=https://web.archive.org/web/20150323230111/http://blog.caranddriver.com/short-shift-jeep-cherokee-9-speed-automatic-gets-second-update-for-rough-shifting/|url-status=dead}}</ref><ref name="complaints">{{cite web|url=http://www.carcomplaints.com/Acura/TLX/2015/transmission/|title=Acura TLX Shifting Problems}}</ref>

== Applications ==

<div style="overflow:auto"> {| class="wikitable collapsible" text-align:center" |+ Variants and applications |- !style="width:10%"| Make !style="width:90%"| Car Model{{efn|w/o any claim of completeness}} |- |colspan="2" style="background:#AAF"| |- ! Acura |{{div col |colwidth=16em}} * [[Acura TLX|TLX]] (2015–2020, V6 models) * [[Acura MDX|MDX]] (2016–2020, non-hybrid models) {{div col end}} |- ! Alfa Romeo |{{div col |colwidth=16em}} * [[Alfa Romeo Tonale|Tonale]] 2.0L turbo engine {{div col end}} |- ! Chrysler |{{div col |colwidth=16em}} * [[Chrysler 200|200]] * [[Chrysler Pacifica (minivan)|Pacifica]] minivan (petrol engine) * [[Chrysler Voyager|Voyager]] {{div col end}} |- ! Dodge |{{div col |colwidth=16em}} * [[Alfa Romeo Tonale|Hornet]] (2023–2025, 2.0L turbo engine) {{div col end}} |- ! FIAT |{{div col |colwidth=16em}} * [[Fiat Doblò|Dobló/RAM Promaster City]] (2015–2022) * [[Fiat 500X|500C]] * [[Fiat Toro|Toro]] * [[Fiat Ducato|Ducato]] (2020–) {{div col end}} |- ! MG |{{div col |colwidth=16em}} * [[MG7#Second generation (2023)|MG 7]] (2023–) {{div col end}} |- ! Opel/Vauxhall |{{div col |colwidth=16em}} * [[Opel Astra|Astra]] (2020, diesel engine) * [[Opel Insignia|Insignia]] (2020, diesel engine) {{div col end}} |- ! Honda |{{div col |colwidth=16em}} * [[Honda CR-V|CR-V]]<ref>{{cite web|url=http://waynesworldauto.co.uk/2014/10/15/honda-%E2%98%80-british-built-cr-v-refreshed-for-2015/|title=HONDA British-built CR-V refreshed for 2015|access-date=2014-12-01|archive-date=2014-12-10|archive-url=https://web.archive.org/web/20141210221249/http://waynesworldauto.co.uk/2014/10/15/honda-%E2%98%80-british-built-cr-v-refreshed-for-2015/|url-status=dead}}</ref> (2015–2022, diesel engine) * [[Honda Pilot|Pilot]] (2016–2020 optional, 2021–2022 standard on all trims) * [[Honda Avancier (crossover)|Avancier/UR-V]] (2016–, 2.0L turbo engine) * [[Honda Odyssey (North America)|Odyssey]] (2018–2019 standard, 10-speed automatic optional) * [[Honda Passport|Passport]] (2019–2025) * [[Honda Ridgeline|Ridgeline]] (2020–) * [[Honda Civic|Civic]] (2018–2022, diesel engine) {{div col end}} |- ! Infiniti |{{div col |colwidth=16em}} * [[Infiniti QX60#L51|QX60]] (2022–) {{div col end}} |- ! Jeep |{{div col |colwidth=16em}} * [[Jeep Cherokee (KL)|Cherokee (KL)]] * [[Jeep Renegade|Renegade]] * [[Jeep Compass#Second generation (MP/552; 2018)|Compass (MP)]] * [[Jeep Grand Commander|Gran Commander]] {{div col end}} |- ! Ram Trucks |{{div col |colwidth=16em}} * [[Ram ProMaster City|ProMaster City]] * [[Fiat Ducato#Ram ProMaster|ProMaster]] (2022–) * [[Ram Rampage|Rampage]] {{div col end}} |- ! Land Rover |{{div col |colwidth=16em}} * [[Range Rover Evoque]]<ref name="The Car Addict" /><ref>{{cite web|url=http://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21962216|title=World Premiere in Geneva: Land Rover installs the world's first 9-speed automatic passenger car transmission from ZF}}</ref> * [[Land Rover Discovery Sport|Discovery Sport]] {{div col end}} |- ! Jaguar |{{div col |colwidth=16em}} * [[Jaguar E-Pace|E-Pace]] {{div col end}} |- ! Nissan |{{div col |colwidth=16em}} * [[Nissan Pathfinder#Fifth generation (R53; 2021)|Pathfinder]]<ref>{{Cite web|url=https://www.caranddriver.com/news/a35341342/2022-nissan-pathfinder-revealed/|title = 2022 Nissan Pathfinder Adds New Features and Ditches the CVT|date = 4 February 2021}}</ref> (2022–) {{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 = 20em}} *[[List of Chrysler transmissions]] *[[List of ZF transmissions]] {{div col end}}

== References ==

[[Category:ZF Friedrichshafen transmissions|9HP]]