List of Daimler AG transmissions

Daimler AG (today: Mercedes-Benz Group AG ) is a German car manufacturing company. It manufactures its own automobile transmissions and only purchases from suppliers in individual cases. They may be used in passenger cars and SUVs, or light commercial vehicles such as vans and light trucks.

Basically there are two types of motor vehicle transmissions:

• Manual – the driver has to perform each gear change using a manually operated clutch
• Automatic – once placed in drive (or any other 'automatic' selector position), it automatically selects the gear ratio dependent on engine speed and load

Basically there are two types of engine installation:

• In the longitudinal direction, the gearbox is usually designed separately from the final drive (including the differential). The transaxle configuration combines the gearbox and final drive in one housing and is only built in individual cases
• In the transverse direction, the gearbox and final drive are very often combined in one housing due to the much more restricted space available

Every type of transmission occurs in every type of installation.

Mercedes-Benz Manual Transmissions

For manual transmissions G for gearbox and two digits are used. See G56 — 6-speed manual as an example. In 2019, Daimler AG discontinued the production of manual transmissions.

Mercedes-Benz Automatic Transmissions

Mercedes-Benz uses the number "720" to currently "725" to identify automatic, dual-clutch (DCT), Continuously variable (CVT), and automated manual transmissions (AMT).

3‑ to 9‑Speed

Trade- mark Name	Model	Type	Version	Pro- duction Period	Engine Orien- tation	Gear Ratios [a]			Span	Layout		Cou- pling	Control	Mount
						${\displaystyle i_{1}}$ ${\displaystyle i_{R}}$	${\displaystyle i_{n}}$ Step [b]	Count [c] Gear- sets [d]	Nomi- nal [e] Effec- tive [f]	Power Flow [g] Cost Ratio [g]	Brakes Clutches
N/A	K4A 025 [1] [A]	N/A	25  kg⋅m (245  N⋅m ; 181  lb⋅ft )	1961 – 1971	Longitudinal	3.9789 −4.1455	1.0000 1.5846	4 2	3.9789 3.9789	S 2.0000	3 3	Fluid Coupling	Hydraulic	4-Bolt
N/A	K4B 050 [h]	N/A	51  kg⋅m (500  N⋅m ; 369  lb⋅ft )	1964 – 1981	Longitudinal	3.9789 −4.1455	1.0000 1.5846	4 3	3.9789 3.9789	S 2.0000	3 2	Fluid Coupling	Hydraulic	4-Bolt
N/A	K4C 025 [B]	722.2	25  kg⋅m (245  N⋅m ; 181  lb⋅ft )	1967 – 1972	Longitudinal	3.9833 −5.4779	1.0000 1.5852	4 3	3.9833 3.9833	S 2.0000	3 2	Fluid Coupling	Hydraulic	4-Bolt
	K4A 040		40  kg⋅m (392  N⋅m ; 289  lb⋅ft )	1969 – 1971
N/A	W3A 040 [C]	722.0	40  kg⋅m (392  N⋅m ; 289  lb⋅ft )	1971 – 1980	Longitudinal	2.3061 −1.8361	1.0000 1.5186	3 2	2.3061 1.8361	S 2.3333	3 2	Torque Converter	Hydraulic	4-Bolt
	W3A 050 [C]		50  kg⋅m (490  N⋅m ; 362  lb⋅ft )	1973 – 1980
	W3A 050 reinf. [i]		56  kg⋅m (549  N⋅m ; 405  lb⋅ft )	1975 – 1981
N/A	W4B 025 [B]	722.1	25  kg⋅m (245  N⋅m ; 181  lb⋅ft )	1972 – 1983	Longitudinal	3.9833 −5.4779	1.0000 1.5852	4 3	3.9833 3.9833	S 2.000	3 2	Torque Converter	Hydraulic	4-Bolt
N/A	W4A 018 [j]	720.1	18  kg⋅m (177  N⋅m ; 130  lb⋅ft )	1975 – 1990	Longitudinal	4.0060 −5.4994	1.0000 1.5882	4 3	4.0060 4.0060	S 2.0000	3 2	Torque Converter	Hydraulic	4-Bolt
N/A	W4B 035 [k]	TBD	35  kg⋅m (343  N⋅m ; 253  lb⋅ft )	1975 –	Longitudinal	4.1758 −5.8810	1.0000 1.6103	4 3	4.1758 4.1758	S 2.0000	3 2	Torque Converter	Hydraulic
4G-Tronic [l]	W4A 040 [G]	722.3	40  kg⋅m (392  N⋅m ; 289  lb⋅ft )	1979 – 1988	Longitudinal [m]	3.6759 −5.1388	1.0000 1.5433	4 3	3.6759 3.6759	S 2.0000	3 2	Torque Converter	Hydraulic	6-Bolt
4G-Tronic [l]	W4A 020 [G]	722.4	20  kg⋅m (196  N⋅m ; 145  lb⋅ft )	1982 – 1996	Longitudinal	4.2491 −5.6692	1.0000 1.6197	4 3	4.2491 4.2491	S 2.0000	3 2	Torque Converter	Hydraulic	6-Bolt
4G-Tronic [l]	W4A 040 II [G]	722.3	40  kg⋅m (392  N⋅m ; 289  lb⋅ft )	1985 – 1996	Longitudinal [m]	3.8707 −5.5857	1.0000 1.5701	4 3	3.8707 3.8707	S 2.0000	3 2	Torque Converter	Hydraulic	6-Bolt
	W4A 028 [4]		28  kg⋅m (275  N⋅m ; 203  lb⋅ft )	1990 – 1996
4G-Tronic [l]	W5A 030 [G]	722.5	30  kg⋅m (294  N⋅m ; 217  lb⋅ft )	1990 – 1996	Longitudinal	3.8707 −5.5857	0.7500 1.5072	4 4	5.1609 5.1609	S 2.2000	4 3	Torque Converter	H + E [n]	6-Bolt
5G-Tronic [l]	W5A 280 [o]	722.6 NAG 1 [p]	280  N⋅m (207  lb⋅ft )	TBD	Longitudinal [m]	3.9319 −3.1002	0.8305 1.4751	5 [q] 3	4.7345 3.7331	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
	W5A 300 [r]		300  N⋅m (221  lb⋅ft )	TBD
	W5A 330 [s]		330  N⋅m (243  lb⋅ft )	1996 – 2016
5G-Tronic [l]	W5A 400 [t]	722.6 NAG 1 [p]	400  N⋅m (295  lb⋅ft )	TBD	Longitudinal [m]	3.5876 −3.1605	0.8314 1.4413	5 [q] 3	4.3152 3.8015	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
	W5A 580 [u]		580  N⋅m (428  lb⋅ft )	1996 – 2014
	W5A 900 [v]		900  N⋅m (664  lb⋅ft )	1996 – 2014
5G-Tronic [l]	W5A 330 [w]	722.6 NAG 1 [p]	330  N⋅m (243  lb⋅ft )	2004 – 2018	Longitudinal	3.9510 −3.1473	0.8331 1.4757	5 [q]	4.7425 3.7777	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
5G-Tronic [l]	W5A 580 [x]	722.6 NAG 1 [p]	580  N⋅m (428  lb⋅ft )	2004 – 2018	Longitudinal	3.5951 −3.1671	0.8309 1.4422	5 [q] 3	4.3266 3.8115	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
5G-Tronic AMT	W5A 180	722.7	180  N⋅m (133  lb⋅ft )	1997 – 2020	Transverse	3.625 −3.670	0.721 1.497	5 5 [y]	5.028 5.028	S —	0 6	Torque Converter w/ Lockup	Electronic
7G-Tronic [7] [8] [9]	W7A 400	722.9 NAG 2 [z]	400  N⋅m (295  lb⋅ft )	2003 – 2020	Longitudinal [m]	4.3772 −3.4157	0.7276 1.3486	7 [q] 4	6.0162 4.6948	P & S 1.5714	4 3	Torque Converter w/ Lockup	Electronic
	W7A 700		700  N⋅m (516  lb⋅ft )
	W7A 900		1,000  N⋅m (738  lb⋅ft )
Auto- tronic [H]	Temic VGS	722.8	300  N⋅m (221  lb⋅ft )	2004 – 2012	Transverse	2.720 −2.720	0.420 1.000 (CVT)	∞ (CVT)	6.476 6.476	S —	— —	Torque Converter w/ Lockup	Electronic
AMG SpeedShift DCT	TBD	700.4 [aa]	800  N⋅m (590  lb⋅ft )	2009 –	Longitudinal Transaxle	3.397 −2.790	0.720 1.295	7 7 [y]	4.718 3.875	S —	0 7	Dual- Clutch	Electronic
7G-DCT [J]	TBD	724.0	350  N⋅m (258  lb⋅ft )	2011 –	Transverse	3.857 −3.375	0.480 1.415	7 7 [y]	8.035 7.031	S —	0 7	Dual- Clutch	Electronic
9G-Tronic [11]	W9A 400	725.0 NAG 3 [ab]	400  N⋅m (295  lb⋅ft )	2013 – 2016	Longitudinal [m]	5.5032 −4.9316	0.6015 1.3188	9 4	9.1495 8.1991	P & S 1.1111	3 3	Torque Converter w/ Lockup	Electronic
	W9A 500		500  N⋅m (369  lb⋅ft )
	W9A 700		700  N⋅m (516  lb⋅ft )
	W9A 900		1,000  N⋅m (738  lb⋅ft )
9G-Tronic [11]	W9A 400	725.0 NAG 3 [ab]	400  N⋅m (295  lb⋅ft )	2016 – Present	Longitudinal [m]	5.3545 −4.7983	0.6015 1.3143	9 4	8.9022 7.9775	P & S 1.1111	3 3	Torque Converter w/ Lockup	Electronic
	W9A 500		500  N⋅m (369  lb⋅ft )
	W9A 700		700  N⋅m (516  lb⋅ft )
	W9A 900		1,000  N⋅m (738  lb⋅ft )
8G-DCT [K]	TBD	724.1	520  N⋅m (384  lb⋅ft )	2019 –	Transverse	4.257 −3.575	0.480 1.366	8 8 [y]	8.869 7.448	S —	0 8	Dual- Clutch	Electronic
Automatic Transmissions With Components For Hybrid Drive Integrated
9G-Tronic [11] [12]	W9A 400	725.1 NAG 3 [ab]	400  N⋅m (295  lb⋅ft )	2020 – Present	Longitudinal [m]	5.3545 −4.7983	0.6015 1.3143	9 4	8.9022 7.9775	P & S 1.1111	3 3	Torque Converter w/ Lockup	Electronic
	W9A 500		500  N⋅m (369  lb⋅ft )
	W9A 700		700  N⋅m (516  lb⋅ft )
	W9A 900		1,000  N⋅m (738  lb⋅ft )
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Nomenclature With ${\displaystyle n=}$ gear is ${\displaystyle i_{n}=}$ gear ratio or transmission ratio ${\displaystyle \omega _{1;n}=\omega _{t}=}$ shaft speed shaft 1: input (turbine) shaft ${\displaystyle \omega _{2;n}=}$ shaft speed shaft 2: output shaft Average Gear Step ${\displaystyle \left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}}$ There are ${\displaystyle n-1}$ gear steps between ${\displaystyle n}$ gears with decreasing step width the gears connect better to each other shifting comfort increases plus 1 reverse gear (unless otherwise specified) Epicyclic gearing (unless otherwise specified) Total Ratio Span (Total Gear Ratio/Total Transmission Ratio) Nominal ${\displaystyle {\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}}$ 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 ${\displaystyle {\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear 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 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 K4B 050: for the 6.3 L V8-engine M100 of the 600 and 300 SEL 6.3 W3A 050 reinf.: for the 6.8 L V8-engine M100 of the 450 SEL 6.9 [C] W4A 018: for light duty trucks up to 5,600  kg (12,350  lb) [D] [E] W4B 035: for medium duty trucks up to 11,000  kg (24,250  lb) [E] [F] unofficial name given to the transmission by car enthusiasts with all-wheel drive 4Matic on request Control Reverse gear and gears 1 – 4: Hydraulic Gear 5 (Overdrive): Electronic [G] W5A 280: for Vans: Vito · Sprinter · Vario [5] [6] NAG 1: First New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 1) introducing the all new combined parallel and serial power flow plus 2 reverse gears W5A 300:for SUV with 6 cylinder engines [5] [6] W5A 330: for passenger cars with 4, 5 and 6 cylinder engines [5] [6] W5A 400: for SUV with 8 cylinder engines [5] [6] W5A 580: for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines [5] [6] W5A 900: for cars with 8 and 12 cylinder turbocharged engines [5] [6] W5A 330: for cars from Chrysler with 6 cylinder engines [5] [6] W5A 580: for cars from Chrysler with 8 cylinder engines [5] [6] helical gear NAG 2: Second New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 2) with parallel and serial power flow this robotic gearbox is only a modification of the Italian Getrag 7DCL 750 gearbox [I] NAG 3: Third New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 3) with parallel and serial power flow

Notes

1. pp. 6 & 20 ^[2]
2. pp. 7 & 20 ^[2]
3. p. 452 ^[3]
4. p. 487 ^[3]
5. pp. 9 & 22 ^[2]
6. p. 489 ^[3]
7. pp. 171 & 192 ^[3]
8. CVT Mercedes-Benz 722.8 (https://gearboxlist.com/mercedes/722-8/ · Retrieved 2024-11-16) ^[10]
9. Mercedes-Benz AMG-SpeedShift (700.4) · (https://gearboxlist.com/mercedes/amg-speedshift-dct-700-4/ · Retrieved 2024-11-18) ^[10]
10. Mercedes-Benz 7G-DCT (724.0) (https://gearboxlist.com/mercedes/7g-dct-724-0/ · Retrieved 2024-11-18) ^[10]
11. Mercedes-Benz 8G-DCT (724.1) (https://gearboxlist.com/mercedes/8g-dct-724-1/ · Retrieved 2024-11-18) ^[10]

References

1. Johannes Looman · Gear Transmissions · pp. 133 ff · German : Johannes Looman · Zahnradgetriebe · Berlin und Heidelberg 1970 · Print ISBN   978-3-540-04894-7 · S. 133 ff
2. 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 · 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 · November 1982
3. Hans-Joachim Foerster · Automatic Vehicle 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
4. "Automatisches Getriebe 722.3 Typ 461, 463 Bestell-Nr. 6510 5762 02" (PDF). 2022-03-01. Archived (PDF) from the original on 2024-07-04.
5. https://www.scribd.com/embeds/92643386/content?start_page=1&view_mode=list&access_key=key-7h437wiv215r2tv8d93
6. "Technical service information" (PDF). Archived from the original (PDF) on 2018-11-30.
7. "Catalog" (PDF). shop.ukrtrans.biz. Retrieved 2020-01-15.
8. "Mercedes Benz 722.9 Training Manual" (PDF).
9. "Mercedes-Benz Automatic Transmission 722.9 Technical Training Materials - PDF Free Online". Archived from the original on 2019-06-28. Retrieved 2019-06-28.
10. "Gearboxlist".
11. "System description" (PDF). documents.epfl.ch. Retrieved 2020-01-16.
12. "725.1 Transmission Catalogue · Automatic Choice Europe · Western Europe · Netherlands" . Retrieved 2024-11-23.