Mercedes-Benz 4G-Tronic transmission

Mercedes-Benz W4A 040 · W4A 020
W4A 028 · W5A 030
Mercedes-Benz W4A 040 · W4A 020; W4A 028 · W5A 030
Overview
Manufacturer	Daimler AG
Model code	W4A 040 · Type 722.3; W4A 020 · Type 722.4; W4A 028 · Type 722.3; W5A 030 · Type 722.5
Production	1979–1996
Body and chassis
Class	4-speed longitudinal automatic transmission
Related	ZF 4HP
Chronology
Predecessor	Mercedes-Benz first series automatic transmission
Successor	5G-Tronic

Mercedes-Benz 4G-Tronic transmission is the unofficial name given to the transmission by car enthusiasts. It was produced from 1979 to 1996 in W4A 040, W4A 028 (both type 722.3), W4A 020 (type 722.4), and W5A 030 (type 722.5) variants.

The W4A 040 and the W4A 020 were used until mid-1996. The W4A 028 variant was used for off-road applications (RWD and 4X4). The W5A 030 is basically the same transmission with an additional electrically controlled 5th gear overdrive section attached to the main body in a separate housing; it was available as an extra charge option. All 4G-Tronics were succeeded by the more modern and economic 5G-Tronic (Type 722.6) transmission that features an integrated 5th gear overdrive ratio, torque converter lock-up and fully electronic control.

Key Data

Gear Ratios^[a]
Model	Type	First Deliv- ery	Gear						Total Span			Avg. Step	Components		Nomenclature
Model	Type	First Deliv- ery	R	1	2	3	4	5	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	Total	per Gear^[b]	Cou- pling	Gears Count	Ver- sion	Maximum Input Torque

W4A 040 I	722.3	1979	−5.139	3.676	2.412	1.436	1.000		3.676	3.676	1.917	1.543	3 Gearsets 3 Brakes 2 Clutches	2.000	W^[c]	4^[b]	A	40 kp⋅m (392 N⋅m; 289 lb⋅ft)
W4A 020	722.4	1982	−5.669	4.249	2.408	1.487	1.000		4.249	4.249	2.061	1.620						20 kp⋅m (196 N⋅m; 145 lb⋅ft)
W4A 040 II	722.3	1985	−5.586	3.871	2.247	1.436	1.000		3.871	3.871	1.967	1.570						40 kp⋅m (392 N⋅m; 289 lb⋅ft)
W4A 028^[d]	722.3	1990	−5.586	3.871	2.247	1.436	1.000		3.871	3.871	1.967	1.570						28 kp⋅m (275 N⋅m; 203 lb⋅ft)

W5A 030	722.5	1990	−5.586	3.871	2.247	1.436	1.000	0.750	5.161	5.161	1.704	1.507	4 Gearsets 4 Brakes 3 Clutches	2.200	W^[c]	5^[b]	A	30 kp⋅m (294 N⋅m; 217 lb⋅ft)

^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ^ ^a ^b ^c Forward gears only ^ ^a ^b Torque converter · German: Wandler or Drehmomentwandler ^ W4A 028: for off-road applications (RWD and 4X4)

Specifications

Basic Concept

The 4G-Tronic transmission is a hydraulically operated 4-speed automatic without lock-up that replaced the similarly designed W3A 040, W3B 050, and W4B 025 family of automatic transmissions with the introduction of the W126 S-Class in 1979. In some models it is calibrated to move off in second gear to reduce "creeping" and provide a smoother ride, selecting 1st only if the selector is in "2" or in case of abrupt acceleration. Other calibrations have the transmission rest in 2nd gear and kick down to 1st as soon as the accelerator is touched but before the throttle is opened. In some V8 installations a small control unit activates the kick down solenoid when the brake pedal is released so that the car moves off in 1st gear. Other attributes of this transmission include a 2-3 shift delay when the engine is cold in order to speed up catalyst warm-up. 4th gear is a 1:1 ratio. Controls are all mechanical and pneumatic, except for the kickdown solenoid and 2-3 upshift delay solenoid on some models.

In some markets a W-S (Winter - Standard / Sport) switch was provided on the shifter. Activating S mode changes a linkage which effectively shortens the throttle pressure bowden cable. This causes later, higher RPM shifts and on some models a move off in 1st gear instead of 2nd. On V8 models a B (Brake) range is available on the shifter. This activates the kickdown solenoid, forcing the transmission to shift down to 1st sooner for increased engine braking. A hydraulically activated piston prevents shifting into Reverse when the car is moving forward.

Models from 1990 and earlier allow for push starting the engine. They are fitted with a secondary fluid pump, driven by the transmission output shaft. When the vehicle is rolling at 20 mph shifting from Neutral to the 2 range will couple power to the engine. The secondary pump and thus the push starting facility was eliminated for the 1991 model year.

It is considered by enthusiasts to be one of the most reliable transmissions ever built by Mercedes-Benz with some examples exceeding 300,000 miles of service.

Gearset Concept W4A Models: Cost Effectiveness

"To simplify production, the front group is now formed by a Ravigneaux set, which is immediately followed by the second group. This largely eliminates the need for hollow shafts and other connecting bells, which are so commonly found in planetary gearboxes. Where possible, sheet metal or die-cast parts are used. Cost-intensive material machining is limited to the manufacture of gears, shafts, and bolts."^[A]

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

W4A Ref. Object	$n_{O1}$ $n_{O2}$	Topic^[b]	$n_{I}=n_{G}+$ $n_{B}+n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$	Topic^[b]	$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

W4A W4B 025^[c]	4^[d] 4^[d]	Progress^[b]	8 8	3^[e] 3	3 3	2 2
Δ Number	0	Progress^[b]	0	0	0	0
Relative Δ	0.000 ${\tfrac {0}{4}}$	0.000^[b] ${\tfrac {0}{4}}:{\tfrac {0}{8}}={\tfrac {0}{4}}\cdot {\tfrac {8}{0}}={\tfrac {0}{0}}$	0.000 ${\tfrac {0}{8}}$	0.000 ${\tfrac {0}{3}}$	0.000 ${\tfrac {0}{3}}$	0.000 ${\tfrac {0}{2}}$

W4A ZF 4HP 22	4^[d] 4^[d]	Early Market Position^[b]	8 10	3^[e] 3	3 4	2 3
Δ Number	0	Early Market Position^[b]	-2	0	-1	-1
Relative Δ	0.000 ${\tfrac {0}{4}}$	0.000^[b] ${\tfrac {0}{4}}:{\tfrac {-2}{10}}={\tfrac {0}{4}}\cdot {\tfrac {10}{-2}}={\tfrac {0}{-8}}$	−0.200 ${\tfrac {-2}{10}}$	0.000 ${\tfrac {0}{3}}$	−0.250 ${\tfrac {-1}{4}}$	−0.333 ${\tfrac {-1}{3}}$

W4A ZF 4HP 18	4^[d] 4^[d]	Late Market Position^[b]	8 7	3^[e] 2^[e]	3 2	2 3
Δ Number	0	Late Market Position^[b]	1	1	1	-1
Relative Δ	0.000 ${\tfrac {0}{4}}$	0.000^[b] ${\tfrac {0}{4}}:{\tfrac {1}{7}}={\tfrac {0}{4}}\cdot {\tfrac {7}{1}}={\tfrac {0}{4}}$	0.143 ${\tfrac {1}{7}}$	0.500 ${\tfrac {1}{2}}$	0.500 ${\tfrac {1}{2}}$	−0.333 ${\tfrac {-1}{3}}$

W4A 3-Speed^[f]	4^[d] 3^[d]	Historical Market Position^[b]	8 7	3^[e] 2	3 3	2 2
Δ Number	1	Historical Market Position^[b]	1	1	0	0
Relative Δ	0.333 ${\tfrac {1}{3}}$	2.333^[b] ${\tfrac {1}{3}}:{\tfrac {1}{7}}={\tfrac {1}{3}}\cdot {\tfrac {7}{1}}={\tfrac {7}{3}}$	0.143 ${\tfrac {1}{7}}$	0.500 ${\tfrac {1}{2}}$	0.000 ${\tfrac {0}{3}}$	0.000 ${\tfrac {0}{2}}$

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

Gearset Concept W5A: Cost Effectiveness

The need of 2 housings^[a] and 2 different controls^[b] turn out the W5A 030 as the least economically designed automatic transmission ever manufactured for passenger cars. Obviously a transition solution: the direct successor, launched in 1996, requires 9 main components,^[c] 1 housing and 1 control.^[d]

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

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

W5A W4A^[g]	5^[h] 4^[h]	Progress^[f]	11 8	4^[i] 3^[i]	4 3	3 2
Δ Number	1	Progress^[f]	3	1	1	1
Relative Δ	0.250 ${\tfrac {1}{4}}$	0.667^[f] ${\tfrac {1}{4}}:{\tfrac {3}{8}}={\tfrac {1}{4}}\cdot {\tfrac {8}{3}}={\tfrac {2}{3}}$	0.375 ${\tfrac {3}{8}}$	0.333 ${\tfrac {1}{3}}$	0.333 ${\tfrac {1}{3}}$	0.500 ${\tfrac {1}{2}}$

W5A ZF 5HP 18	5^[h] 5^[h]	Early Market Position^[f]	11 10	4^[i] 3^[i]	4 3	3 4
Δ Number	0	Early Market Position^[f]	1	1	1	-1
Relative Δ	0.000 ${\tfrac {0}{5}}$	0.000^[f] ${\tfrac {0}{5}}:{\tfrac {1}{10}}={\tfrac {0}{5}}\cdot {\tfrac {10}{1}}={\tfrac {0}{1}}$	0.100 ${\tfrac {1}{10}}$	0.333 ${\tfrac {1}{3}}$	1.000 ${\tfrac {2}{2}}$	−0.250 ${\tfrac {-1}{4}}$

W5A ZF 5HP 30	5^[h] 5^[h]	Late Market Position^[f]	11 9	4^[i] 3	4 3	3 3
Δ Number	0	Late Market Position^[f]	2	1	1	0
Relative Δ	0.000 ${\tfrac {0}{5}}$	0.000^[f] ${\tfrac {0}{5}}:{\tfrac {2}{9}}={\tfrac {0}{5}}\cdot {\tfrac {9}{2}}={\tfrac {0}{1}}$	0.222 ${\tfrac {2}{9}}$	0.333 ${\tfrac {1}{3}}$	0.333 ${\tfrac {1}{3}}$	0.000 ${\tfrac {0}{4}}$

W5A 3-Speed^[j]	5^[h] 3^[h]	Historical Market Position^[f]	11 7	4^[i] 2	4 3	3 2
Δ Number	2	Historical Market Position^[f]	4	2	1	1
Relative Δ	0.667 ${\tfrac {2}{3}}$	1.167^[f] ${\tfrac {2}{3}}:{\tfrac {4}{7}}={\tfrac {2}{3}}\cdot {\tfrac {7}{4}}={\tfrac {7}{6}}$	0.571 ${\tfrac {4}{7}}$	1.000 ${\tfrac {2}{2}}$	0.333 ${\tfrac {1}{3}}$	0.500 ${\tfrac {1}{2}}$

^ regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5 ^ hydraulic for gear 1 to 4 and reverse gear · electronic for gear 5 ^ 3 simple planetary gearsets, 3 brakes, 3 clutches ^ electronic ^ Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ^ Direct Predecessor To reflect the progress of the specific model change ^ ^a ^b ^c ^d ^e ^f ^g ^h plus 1 reverse gear ^ ^a ^b ^c ^d ^e ^f of which 2 gearsets are combined as a compound Ravigneaux gearset ^ Historical Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Gearset Concept: Quality

The 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. "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. 2nd gear in particular seems a little too short with a range of only 90 km/h."^[B]

After Hans-Joachim Foerster, the originator of this flawed gear ratio, left the company in November 1982,^[3] Mercedes-Benz began to address this problem. This led to the introduction of the W4A 040 II with modified gear ratios in 1985. With the 7G-Tronic transmission from 2003, they finally succeeded in completely resolving this issue.

Gear Ratio Analysis^[a]
In-Depth Analysis^[b] With Assessment And Torque Ratio^[c] And Efficiency Calculation^[d]		Planetary Gearset: Teeth^[e]				Count	Nomi- nal^[f] Effec- tive^[g]	Cen- ter^[h]
		Ravigneaux		Simple		Count	Nomi- nal^[f] Effec- tive^[g]	Avg.^[i]

Model Type	Version First Delivery	S₁^[j] R₁^[k]	S₂^[l] R₂^[m]	S₃^[n] R₃^[o]	S₄^[p] R₄^[q]	Brakes Clutches	Ratio Span	Gear Step^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		${i_{R}}$ ^[b]		${i_{1}}$ ^[b]	${i_{2}}$ ^[b]	${i_{3}}$ ^[b]	${i_{4}}$ ^[b]	${i_{5}}$ ^[b]
Step^[r]		$-{\frac {i_{R}}{i_{1}}}$ ^[s]		${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$ ^[t]	${\frac {i_{2}}{i_{3}}}$	${\frac {i_{3}}{i_{4}}}$	${\frac {i_{4}}{i_{5}}}$
Δ Step^[u]^[v]					${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed		${\frac {i_{1}}{i_{R}}}$		${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$	${\frac {i_{1}}{i_{3}}}$	${\frac {i_{1}}{i_{4}}}$	${\frac {i_{1}}{i_{5}}}$
Δ Shaft Speed^[w]		$0-{\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$
Torque Ratio^[c]		$\mu _{R}$ ^[c]		$\mu _{1}$ ^[c]	$\mu _{2}$ ^[c]	$\mu _{3}$ ^[c]	$\mu _{4}$ ^[c]	$\mu _{5}$ ^[c]
Efficiency $\eta _{n}$ ^[d]		${\frac {\mu _{R}}{i_{R}}}$ ^[d]		${\frac {\mu _{1}}{i_{1}}}$ ^[d]	${\frac {\mu _{2}}{i_{2}}}$ ^[d]	${\frac {\mu _{3}}{i_{3}}}$ ^[d]	${\frac {\mu _{4}}{i_{4}}}$ ^[d]	${\frac {\mu _{5}}{i_{5}}}$ ^[d]

W4A 040 I 722.3	40 kp⋅m (392 N⋅m; 289 lb⋅ft) 1979^[C]^[4]	34 50	50 78	34 78		3 2	3.6759 3.6759	1.9173
W4A 040 I 722.3	40 kp⋅m (392 N⋅m; 289 lb⋅ft) 1979^[C]^[4]	34 50	50 78	34 78		3 2	3.6759 3.6759	1.5433^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		−5.1388^[s] $-{\tfrac {2,184}{425}}$		3.6759 ${\tfrac {3,584}{975}}$	2.4123 ^[r]^[v] ${\tfrac {784}{325}}$	1.4359^[r] ${\tfrac {56}{39}}$	1.0000 ${\tfrac {1}{1}}$
Step		1.3980^[s]		1.0000	1.5238^[r]	1.6800^[r]	1.4359
Δ Step^[u]					0.9070^[v]	1.1700
Speed		-0.7153		1.0000	1.5238	2.5600	3.6759
Δ Speed		0.7153		1.0000	0.5238	1.0362	1.1159
Torque Ratio^[c]		–4.9659 –4.8805		3.6091 3.5758	2.3687 2.3471	1.4272 1.4228	1.0000
Efficiency $\eta _{n}$ ^[d]		0.9664 0.9497		0.9818 0.9728	0.9819 0.9730	0.9939 0.9909	1.0000

W4A 020 722.4	20 kp⋅m (196 N⋅m; 145 lb⋅ft) 1982^[C]^[4]	26 42	42 78	38 78		3 2	4.2491 4.2491	2.0613
W4A 020 722.4	20 kp⋅m (196 N⋅m; 145 lb⋅ft) 1982^[C]^[4]	26 42	42 78	38 78		3 2	4.2491 4.2491	1.6197^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		−5.6692^[s] $-{\tfrac {754}{133}}$		4.2491 ${\tfrac {1,160}{273}}$	2.4078^[t] ${\tfrac {1,972}{819}}$	1.4872 ${\tfrac {58}{39}}$	1.0000 ${\tfrac {1}{1}}$
Step		1.3342^[s]		1.0000	1.7647^[t]	1.6190	1.4872
Δ Step^[u]					1.0900	1.0887
Speed		-0.7153		1.0000	1.7647	2.8571	4.2491
Δ Speed		0.7153		1.0000	0.7647	1.0924	1.3919
Torque Ratio^[c]		–5.4811 –5.3882		4.1664 4.1253	2.3647 2.3434	1.4774 1.4726	1.0000
Efficiency $\eta _{n}$ ^[d]		0.9668 0.9504		0.9805 0.9709	0.9821 0.9733	0.9934 0.9902	1.0000

W4A 040 II 722.3	40 kp⋅m (392 N⋅m; 289 lb⋅ft) 1985^[C]^[4]	26 46	46 78	34 78		3 2	3.8707 3.8707	1.9674
W4A 040 II 722.3	40 kp⋅m (392 N⋅m; 289 lb⋅ft) 1985^[C]^[4]	26 46	46 78	34 78		3 2	3.8707 3.8707	1.5701^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		−5.5857^[s]		3.8707	2.2475^[t]	1.4359	1.0000

W4A 028 722.3^[x]	28 kp⋅m (275 N⋅m; 203 lb⋅ft) 1990^[C]^[4]	26 46	46 78	34 78		3 2	3.8707	1.9674
W4A 028 722.3^[x]	28 kp⋅m (275 N⋅m; 203 lb⋅ft) 1990^[C]^[4]	26 46	46 78	34 78		3 2	3.8707	1.5701^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		−5.5857^[s]		3.8707	2.2475^[t]	1.4359	1.0000

W5A 030 722.5	30 kp⋅m (294 N⋅m; 217 lb⋅ft) 1990^[C]	26 46	46 78	34 78	26 78	4 3	5.1609 5.1609	1.7038
W5A 030 722.5	30 kp⋅m (294 N⋅m; 217 lb⋅ft) 1990^[C]	26 46	46 78	34 78	26 78	4 3	5.1609 5.1609	1.5072^[r]
Gear		R		1	2	3	4	5
Gear Ratio^[b]		−5.5857^[s] $-{\tfrac {2,184}{391}}$		3.8707 ${\tfrac {3,472}{897}}$	2.2475^[t] ${\tfrac {672}{299}}$	1.4359 ${\tfrac {56}{39}}$	1.0000 ${\tfrac {1}{1}}$	0.7500 ${\tfrac {3}{4}}$
Step		1.4431^[s]		1.0000	1.7222^[t]	1.5652	1.4359	1.3333
Δ Step^[u]					1.1003	1.0901	1.0769
Speed		-0.6930		1.0000	1.7222	2.6957	3.8707	5.1609
Δ Speed		0.6930		1.0000	0.7222	0.9734	1.1750	1.2902
Torque Ratio^[c]		–5.3977 –5.3049		3.7988 3.7631	2.2098 2.1911	1.4272 1.4228	1.0000	0.7462 0.7442
Efficiency $\eta _{n}$ ^[d]		0.9664 0.9497		0.9814 0.9722	0.9832 0.9749	0.9939 0.9909	1.0000	0.9949 0.9923

Actuated Shift Elements
Brake A^[y]					❶
Brake B^[z]				❶	❶	❶
Brake R^[aa]		❶
Brake S^[ab]								❶^[ac]
Clutch E^[ad]						❶	❶	❶
Clutch F^[ae]		❶		❶			❶	❶
Clutch S^[af]		❶^[ac]		❶^[ac]	❶^[ac]	❶^[ac]	❶^[ac]
Geometric Ratios: Speed Conversion
Gear Ratio^[b] R & 3 Ordinary^[ag] Elementary Noted^[ah]	${i_{R}}=-{\frac {R_{2}(S_{3}+R_{3})}{S_{2}S_{3}}}$					${i_{3}}={\frac {S_{3}+R_{3}}{R_{3}}}$
Gear Ratio^[b] R & 3 Ordinary^[ag] Elementary Noted^[ah]	${i_{R}}=-{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\right)$					${i_{3}}=1+{\tfrac {S_{3}}{R_{3}}}$

Gear Ratio^[b] 1 & 4 Ordinary^[ag] Elementary Noted^[ah]	${i_{1}}={\frac {(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}R_{3}}}$					${i_{4}}={\frac {1}{1}}$
Gear Ratio^[b] 1 & 4 Ordinary^[ag] Elementary Noted^[ah]	${i_{1}}=\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$					${i_{4}}={\frac {1}{1}}$

Gear Ratio^[b] 2 & 5^[ac] Ordinary^[ag] Elementary Noted^[ah]	${i_{2}}={\frac {(S_{1}+R_{1})(S_{3}+R_{3})}{R_{1}R_{3}}}$					${i_{5}}={\frac {R_{4}}{S_{4}+R_{4}}}$ ^[ac]
	${i_{2}}=\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$					${i_{5}}={\tfrac {1}{1+{\tfrac {S_{4}}{R_{4}}}}}$ ^[ac]
Kinetic Ratios: Torque Conversion
Specific Torque^[d] R & 3	$\mu _{R}=-{\tfrac {R_{2}}{S_{2}}}\eta _{0}\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)$					$\mu _{3}=1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}$

Specific Torque^[d] 1 & 4	$\mu _{1}=\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$					$\mu _{4}={\tfrac {1}{1}}$

Specific Torque^[d] 2 & 5^[ac]	$\mu _{2}=\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {3}{2}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$					$\mu _{5}={\tfrac {1}{1+{\tfrac {S_{4}}{R_{4}}}\cdot {\tfrac {1}{\eta _{0}}}}}$ ^[ac]

^ Revised 14 January 2026 Nomenclature $S_{n}=$ sun gear: number of teeth $R_{n}=$ ring gear: number of teeth $\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed) $s_{n}=$ sun gear: shaft speed $r_{n}=$ ring gear: shaft speed $c_{n}=$ carrier or planetary gear carrier: shaft speed With $n=$ gear is $i_{n}=$ gear ratio or transmission ratio $\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft $\omega _{2;n}=$ shaft speed shaft 2: output shaft $T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft $T_{2;n}=$ torque shaft 2: output shaft $\mu _{n}=$ torque ratio or torque conversion ratio $\eta _{n}=$ efficiency $i_{0}=$ stationary gear ratio $\eta _{0}=$ (assumed) stationary gear efficiency ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p Gear Ratio (Transmission Ratio) $i_{n}$ — Speed Conversion — The gear ratio $i_{n}$ is the ratio of input shaft speed $\omega _{1;n}$ to output shaft speed $\omega _{2;n}$ and therefore corresponds to the reciprocal of the shaft speeds $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$ ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Torque Ratio (Torque Conversion Ratio) $\mu _{n}$ — Torque Conversion — The torque ratio $\mu _{n}$ is the ratio of output torque $T_{2;n}$ to input torque $T_{1;n}$ minus efficiency losses and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too $\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$ whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$ ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Efficiency The efficiency $\eta _{n}$ is calculated from the torque ratio in relation to the gear ratio (transmission ratio) $\eta _{n}={\frac {\mu _{n}}{i_{n}}}$ 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 $i_{0}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $\eta _{0}=0.9800$ (upper value) and $\eta _{0}=0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$ at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value) and $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value) ^ Layout Input and output are on opposite sides Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side Input (turbine) shafts is S₂ Output shaft is C₃ Output shaft W5A 030 is R₄ ^ Total Ratio Span (Total Gear/Transmission Ratio) Nominal ${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$ 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 ^ Total Ratio Span (Total Gear Ratio/Total Transmission Ratio) Effective ${\frac {\omega _{2;n}}{max(\omega _{2;1};\|\omega _{2;R}\|)}}={\frac {min(i_{1};\|i_{R}\|)}{i_{n}}}$ 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 ^ Ratio Span's Center $(i_{1}i_{n})^{\frac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step $\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$ There are $n-1$ gear steps between $n$ gears with decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1: inner Ravigneaux gearset ^ Ring 1: ring gear of gearset 1: inner Ravigneaux gearset ^ Sun 2: sun gear of gearset 2: outer Ravigneaux gearset ^ Ring 2: ring gear of gearset 2: outer Ravigneaux gearset ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ Sun 4: sun gear of gearset 4 · W5A 030 only ^ Ring 4: ring gear of gearset 4 · W5A 030 only ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k 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 1 · W5A 030: the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) see also Total Ratio Span (Total Gear/Transmission Ratio) Effective ^ ^a ^b ^c ^d ^e ^f ^g Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667 : 1 (5 : 3) is good Up to 1.7500 : 1 (7 : 4) is acceptable (red) Above is unsatisfactory (bold) ^ ^a ^b ^c ^d From large to small gears (from right to left) ^ ^a ^b ^c Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ W4A 028: for off-road applications (RWD and 4X4) ^ Blocks S₁ (sun gear of the inner Ravigneaux gearset) ^ Blocks S₃ ^ Blocks C₁/C₂ (the common carrier of the compound Ravigneaux gearset) ^ Blocks S₄ (Overdrive: German: S for "schnell", fast) · W5A 030 only ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k W5A 030 only ^ Couples S₁ (the sun gear of the inner Ravigneaux gearset) with C₁/C₂ (the common carrier of the compound Ravigneaux gearset) ^ Couples R₂ and S₃ ^ Couples S₄ with R₄ (Overdrive: German: S for "schnell", fast) · W5A 030 only ^ ^a ^b ^c Ordinary Noted For direct determination of the gear ratio ^ ^a ^b ^c Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of the torque ratio and efficiency

Applications

W4A 040 I+II (Type 722.3)

1981–1989 R107 and C107
1989–1996 R129

1981–1985 W123
Chassis code	Car model	Engine code	Transmission code	Notes
123.026	250	123.920 123.921	722.308
123.086	250 T
123.028	250 Lang
123.033	280 E	110.984 110.988	722.300 722.309
123.093	280 TE		722.309
123.053	280 CE		722.300 722.309
123.133	300 D Turbo	617.952	722.315 1982–1985	USA only
123.153	300 CD Turbo		722.315 1982–1985
123.193	300 TD Turbo		722.303 1981–1982 722.315 1982–1985

1985–1996 W124
1979–1991 W126
1991–1996 W140
1985–1993 W201
1995–1996 W210
1984–1991 Porsche 928

W4A 028 (Type 722.3)

1990–1996 G-Class 463

W4A 020 (Type 722.4)

1982–1985 W123
Chassis code	Car model	Engine code	Transmission code	Notes
123.220	200	102.920 102.939	722.406
123.280	200 T	102.920 102.939	722.406
123.223	230 E	102.980	722.401
123.283	230 TE
123.243	230 CE
123.120	200 D	615.940	722.407
123.123	240 D	616.912	722.404
123.183	240 TD
123.125	240 D Lang
123.130	300 D	617.912	722.405
123.190	300 TD
123.132	300 D Lang
123.133	300 D Turbo	617.952	722.416 1985	California only
123.153	300 CD Turbo
123.193	300 TD Turbo

1985–1996 W124
1982–1993 W201
1993–1996 W202
1995–1996 W210

W5A 030 (Type 722.5)

1990–1996 W124
1991–1996 W140
1995–1996 W210
1990–1996 R129

Notes

^ · p. 453 · German: "Zur Fertigungsvereinfachung wird die vordere Gruppe jetzt von einem Ravigneaux-Satz gebildet, dem die zweite Gruppe unmittelbar folgt. Damit sind Hohlwellen und andere Verbindungsglocken, die sich in Planetengetrieben so ausgiebig finden, weitgend vermieden. Wo möglich, sind Blechform- oder Druckgussteile verwendet. Die kosteninsive Materialzerspanung beschränkt sich auf die Herstellung der Zahnräder, Wellen, Bolzen." Translated with DeepL.com (free version)^[1]
^ Since 2nd gear is even longer in the tested manual transmission than in the automatic transmission, the test report can be cited here. The ratios are: 3.96–2.34–1.43–1.00 compared to those for the automatic transmission of 3.98–2.39–1.46–1.00 · German: "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)^[2]
^ ^a ^b ^c ^d ^e pp. 192 & 456^[1]

References

^ ^a ^b Hans-Joachim Foerster · Automatic Transmissions · German: Hans-Joachim Förster · Automatische Fahrzeuggetriebe · Berlin und Heidelberg 1991 · Print ISBN 978-3-642-84119-4 · eBook ISBN 978-3-642-84118-7
^ Gert Hack · Short Test Mercedes-Benz350 SE · [Ed.] Ferdinand Simoneit · auto motor & sport 8/1977 · p. 127 · German: Gert Hack · Kurztest: Mercedes-Benz 350 SE. [Hrsg.] Ferdinand Simoneit · auto motor & sport · Heft 8 1977 · S. 127
^ Result And Outlook · commemorative publication for Prof. Dr. Hans-Joachim Foerster on the occasion of leaving as director from active duty at Daimler-Benz AG in November 1982 German: Ergebnis und Ausblick · Festschrift für Herrn Prof. Dr. Hans Joachim Förster zum Ausscheiden als Direktor aus dem aktiven Dienst der Daimler-Benz AG im November 1982 · Translated with DeepL.com (free version)
^ ^a ^b ^c ^d Mercedes 722.3 & 722.4 Technical Overview

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

[Forward-2] Forward gears only

[Torque_Converter-3] Torque converter · German: Wandler or Drehmomentwandler

[4] W4A 028: for off-road applications (RWD and 4X4)

[7] 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

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

with unchanged number of components

[7] to increase the number of gears

[8] with unchanged number of components

[9] 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

[10] to increase the number of gears

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

[Progress-8] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Innovation Elasticity Classifies Progress And Market Position
Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

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

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

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[13] 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

[14] 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

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

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

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

[17] 2 or above is good

[18] 1 or above is acceptable (red)

[19] below this is unsatisfactory (bold)

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

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

[rev1-10] ^ ^a ^b ^c ^d ^e ^f ^g ^h plus 1 reverse gear

[rav-11] ^ ^a ^b ^c ^d ^e of which 2 gearsets are combined as a compound Ravigneaux gearset

[12] 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

[25] 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

[26] 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

[27] 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

[28] All transmission variants consist of 7 main components

[29] Typical examples are
Turbo-Hydramatic from GM

Cruise-O-Matic from Ford

TorqueFlite from Chrysler

Detroit Gear from BorgWarner for Studebaker

BW-35 from BorgWarner and as T35 from Aisin

3N 71 from Nissan/Jatco

3 HP from ZF Friedrichshafen

W3A 040 and W3B 050 from Mercedes-Benz

[30] Turbo-Hydramatic from GM

[31] Cruise-O-Matic from Ford

[32] TorqueFlite from Chrysler

[33] Detroit Gear from BorgWarner for Studebaker

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

[35] 3N 71 from Nissan/Jatco

[36] 3 HP from ZF Friedrichshafen

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

[13] regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5

[14] ydraulic for gear 1 to 4 and reverse gear · electronic for gear 5

[15] 3 simple planetary gearsets, 3 brakes, 3 clutches

[16] tronic

[17] 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

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

with unchanged number of components

[44] to increase the number of gears

[45] with unchanged number of components

[46] 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

[47] to increase the number of gears

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

[Progress-18] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Innovation Elasticity Classifies Progress And Market Position
Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

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

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

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[50] 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

[51] 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

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

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

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

[54] 2 or above is good

[55] 1 or above is acceptable (red)

[56] below this is unsatisfactory (bold)

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

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

[rev1-20] ^ ^a ^b ^c ^d ^e ^f ^g ^h plus 1 reverse gear

[rav-21] ^ ^a ^b ^c ^d ^e ^f of which 2 gearsets are combined as a compound Ravigneaux gearset

[22] 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

[62] 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

[63] 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

[64] 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

[65] All transmission variants consist of 7 main components

[66] 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

[67] Turbo-Hydramatic from GM

[68] Cruise-O-Matic from Ford

[69] TorqueFlite from Chrysler

[70] Detroit Gear from BorgWarner for Studebaker

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

[72] 3N 71 from Nissan/Jatco

[73] 3 HP from ZF Friedrichshafen

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

[26] Revised 14 January 2026
Nomenclature
$S_{n}=$ sun gear: number of teeth

$R_{n}=$ ring gear: number of teeth

$\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed)

$s_{n}=$ sun gear: shaft speed

$r_{n}=$ ring gear: shaft speed

$c_{n}=$ carrier or planetary gear carrier: shaft speed
With $n=$ gear is
$i_{n}=$ gear ratio or transmission ratio

$\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft

$\omega _{2;n}=$ shaft speed shaft 2: output shaft

$T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft

$T_{2;n}=$ torque shaft 2: output shaft

$\mu _{n}=$ torque ratio or torque conversion ratio

$\eta _{n}=$ efficiency

$i_{0}=$ stationary gear ratio

$\eta _{0}=$ (assumed) stationary gear efficiency

[76] $S_{n}=$ sun gear: number of teeth

[77] $R_{n}=$ ring gear: number of teeth

[78] $\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed)

[79] $s_{n}=$ sun gear: shaft speed

[80] $r_{n}=$ ring gear: shaft speed

[81] $c_{n}=$ carrier or planetary gear carrier: shaft speed

[82] $i_{n}=$ gear ratio or transmission ratio

[83] $\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft

[84] $\omega _{2;n}=$ shaft speed shaft 2: output shaft

[85] $T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft

[86] $T_{2;n}=$ torque shaft 2: output shaft

[87] $\mu _{n}=$ torque ratio or torque conversion ratio

[88] $\eta _{n}=$ efficiency

[89] $i_{0}=$ stationary gear ratio

[90] $\eta _{0}=$ (assumed) stationary gear efficiency

[Gear_Ratio-27] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p Gear Ratio (Transmission Ratio) $i_{n}$
— Speed Conversion —
The gear ratio $i_{n}$ is the ratio of
input shaft speed $\omega _{1;n}$

to output shaft speed $\omega _{2;n}$

and therefore corresponds to the reciprocal of the shaft speeds
$i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[92] The gear ratio $i_{n}$ is the ratio of
input shaft speed $\omega _{1;n}$

to output shaft speed $\omega _{2;n}$

[93] ut shaft speed $\omega _{1;n}$

[94] to output shaft speed $\omega _{2;n}$

[95] therefore corresponds to the reciprocal of the shaft speeds
$i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[96] $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[Torque_Ratio-28] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Torque Ratio (Torque Conversion Ratio) $\mu _{n}$
— Torque Conversion —
The torque ratio $\mu _{n}$ is the ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

minus efficiency losses

and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[98] The torque ratio $\mu _{n}$ is the ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

minus efficiency losses

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

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

[101] us efficiency losses

[102] therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[103] $\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

[104] whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[Efficiency-29] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Efficiency
The efficiency $\eta _{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

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 $i_{0}$ is formed via the planetary gears and thus by two meshes

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

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

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

for both interventions together

The corresponding efficiency
for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value)

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

[106] The efficiency $\eta _{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

[107] rom the torque ratio

[108] relation to the gear ratio (transmission ratio)

[109] $\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

[110] 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

[111] s in the range of 1 % to 1.5 %

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

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

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

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

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

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

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

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

[119] r both interventions together

[120] The corresponding efficiency
for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value)

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

[121] r single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

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

[123] $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value)

[30] Layout
Input and output are on opposite sides

Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side

Input (turbine) shafts is S₂

Output shaft is C₃

Output shaft W5A 030 is R₄

[125] Input and output are on opposite sides

[126] Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side

[127] Input (turbine) shafts is S₂

[128] Output shaft is C₃

[129] Output shaft W5A 030 is R₄

[31] Total Ratio Span (Total Gear/Transmission Ratio) Nominal
${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$

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

[131] ${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$

[132] 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

[133] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[136] r when towing a trailer

[effective-32] Total Ratio Span (Total Gear Ratio/Total Transmission Ratio) Effective
${\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

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

[138] ${\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

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

matches that of 1st gear

[140] the reverse gear ratio

[141] tches that of 1st gear

[142] see also Standard R:1

[143] s usually longer than 1st gear

[144] the effective span is therefore of central importance for describing the suitability of a transmission

[145] use in these cases, the nominal spread conveys a misleading picture

[146] which is only unproblematic for vehicles with high specific power

[147] Manufacturers naturally have no interest in specifying the effective span

[148] Users have not yet formulated the practical benefits that the effective span has for them

[149] The effective span has not yet played a role in research and teaching

[150] the effective span has therefore not yet been able to establish itself
either in theory

or in practice.

[151] ther in theory

[152] r in practice.

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

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

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

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

[156] Together with the final drive ratio

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

[34] Average Gear Step
$\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

There are $n-1$ gear steps between $n$ gears

with decreasing step width
the gears connect better to each other

shifting comfort increases

[159] $\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

[160] There are $n-1$ gear steps between $n$ gears

[161] with decreasing step width
the gears connect better to each other

shifting comfort increases

[162] the gears connect better to each other

[163] shifting comfort increases

[35] Sun 1: sun gear of gearset 1: inner Ravigneaux gearset

[36] Ring 1: ring gear of gearset 1: inner Ravigneaux gearset

[37] Sun 2: sun gear of gearset 2: outer Ravigneaux gearset

[38] Ring 2: ring gear of gearset 2: outer Ravigneaux gearset

[39] Sun 3: sun gear of gearset 3

[40] Ring 3: ring gear of gearset 3

[41] Sun 4: sun gear of gearset 4 · W5A 030 only

[42] Ring 4: ring gear of gearset 4 · W5A 030 only

[50:50-43] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k 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 1 · W5A 030: the first 2) is always larger

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

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

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

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

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

[174] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 1 · W5A 030: 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

[175] the lower half of the gear steps (between the small gears; rounded down, here the first 1 · W5A 030: the first 2) is always larger

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

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

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

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

[R:1-44] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Standard R:1
— Reverse And 1st Gear Have The Same Ratio —
The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

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

Plus 25 % minus 20 % is acceptable (red)

Above this is unsatisfactory (bold)

see also Total Ratio Span (Total Gear/Transmission Ratio) Effective

[181] 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

[182] rment when maneuvering

[183] specially when towing a trailer

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

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

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

[187] Above this is unsatisfactory (bold)

[188] see also Total Ratio Span (Total Gear/Transmission Ratio) Effective

[1:2-45] ^ ^a ^b ^c ^d ^e ^f ^g Standard 1:2
— Gear Step 1st To 2nd Gear As Small As Possible —
With continuously decreasing gear steps (yellow marked line Step)

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

a smooth gear shift

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

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

Above is unsatisfactory (bold)

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

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

a smooth gear shift

[192] r a good speed connection and

[193] smooth gear shift

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

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

Above is unsatisfactory (bold)

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

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

[197] Above is unsatisfactory (bold)

[LS-46] From large to small gears (from right to left)

[step-47] Standard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

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

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

[200] 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

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

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

[203] Not progressively increasing is acceptable (red)

[204] Not increasing is unsatisfactory (bold)

[speed-48] Standard SPEED
— From Small To Large Gears: Steady Increase In Shaft Speed Difference —
Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

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

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

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

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

[208] 1 difference smaller than the previous one is acceptable (red)

[209] 2 consecutive ones are a waste of possible ratios (bold)

[51] W4A 028: for off-road applications (RWD and 4X4)

[52] Blocks S₁ (sun gear of the inner Ravigneaux gearset)

[53] Blocks S₃

[54] Blocks C₁/C₂ (the common carrier of the compound Ravigneaux gearset)

[55] Blocks S₄ (Overdrive: German: S for "schnell", fast) · W5A 030 only

[W5A-56] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k W5A 030 only

[57] Couples S₁ (the sun gear of the inner Ravigneaux gearset) with C₁/C₂ (the common carrier of the compound Ravigneaux gearset)

[58] Couples R₂ and S₃

[59] Couples S₄ with R₄ (Overdrive: German: S for "schnell", fast) · W5A 030 only

[ordinary-60] Ordinary Noted
For direct determination of the gear ratio

[220] For direct determination of the gear ratio

[elementary-61] 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

[222] Alternative representation for determining the transmission ratio

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

Or with the value 1

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

[225] Or with the value 1

[226] As a basis
For reliable

And traceable

[227] For reliable

[228] And traceable

[229] Determination of the torque ratio and efficiency

[6] · p. 453 · German: "Zur Fertigungsvereinfachung wird die vordere Gruppe jetzt von einem Ravigneaux-Satz gebildet, dem die zweite Gruppe unmittelbar folgt. Damit sind Hohlwellen und andere Verbindungsglocken, die sich in Planetengetrieben so ausgiebig finden, weitgend vermieden. Wo möglich, sind Blechform- oder Druckgussteile verwendet. Die kosteninsive Materialzerspanung beschränkt sich auf die Herstellung der Zahnräder, Wellen, Bolzen." Translated with DeepL.com (free version)^[1]

[24] Since 2nd gear is even longer in the tested manual transmission than in the automatic transmission, the test report can be cited here. The ratios are: 3.96–2.34–1.43–1.00 compared to those for the automatic transmission of 3.98–2.39–1.46–1.00 · German: "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)^[2]

[Förster_1991-49] . 192 & 456^[1]

[Förster_1991-5] Hans-Joachim Foerster · Automatic Transmissions · German: Hans-Joachim Förster · Automatische Fahrzeuggetriebe · Berlin und Heidelberg 1991 · Print ISBN 978-3-642-84119-4 · eBook ISBN 978-3-642-84118-7

[23] Gert Hack · Short Test Mercedes-Benz350 SE · [Ed.] Ferdinand Simoneit · auto motor & sport 8/1977 · p. 127 · German: Gert Hack · Kurztest: Mercedes-Benz 350 SE. [Hrsg.] Ferdinand Simoneit · auto motor & sport · Heft 8 1977 · S. 127

[25] Result And Outlook · commemorative publication for Prof. Dr. Hans-Joachim Foerster on the occasion of leaving as director from active duty at Daimler-Benz AG in November 1982 German: Ergebnis und Ausblick · Festschrift für Herrn Prof. Dr. Hans Joachim Förster zum Ausscheiden als Direktor aus dem aktiven Dienst der Daimler-Benz AG im November 1982 · Translated with DeepL.com (free version)

[Training-50] Mercedes 722.3 & 722.4 Technical Overview

[a]

[b]

[c]

[d]

[A]

[a]

[b]

[c]

[d]

[e]

[f]

[a]

[b]

[c]

[d]

[e]

[f]

[g]

[h]

[i]

[j]

[B]

[3]

[a]

[b]

[c]

[d]

[e]

[f]

[g]

[h]

[i]

[j]

[k]

[l]

[m]

[n]

[o]

[p]

[q]

[r]

[s]

[t]

[u]

[v]

[w]

[C]

[4]

[x]

[y]

[z]

[aa]

[ab]

[ac]

[ad]

[ae]

[af]

[ag]

[ah]

[1]

[2]