1980: Simpson Planetary Gearset Types The 4HP 20 was introduced in 1995 and has been used in a variety of cars from Citroën , Lancia , Mercedes-Benz , Peugeot , and Renault . [ 1] The maximum torque capacity is 330 N⋅m (243 lb⋅ft ) .
The 4HP 22 was produced for vehicles with rear wheel drive or 4X4 layout. Introduced in 1980, it was produced through 2003, and has been used in a variety of cars from BMW , General Motors , Jaguar , Land Rover , Maserati , Peugeot , Porsche , and Volvo .
The 4HP 24 was introduced in 1987 and was used in a variety of cars from Audi , BMW , Jaguar , and Land Rover .
Gear Ratios With Assessment Planetary Gearset: Teeth [ a] Count Total [ b] Center [ c] Avg. [ d] Simpson Simple Model Type Version First Delivery S1 [ e] R1 [ f] S2 [ g] R2 [ h] S3 [ i] R3 [ j] Brakes Clutches Ratio Span Gear Step [ k] Gear Ratio Ri R {\displaystyle {i_{R}}} 1i 1 {\displaystyle {i_{1}}} 2i 2 {\displaystyle {i_{2}}} 3i 3 {\displaystyle {i_{3}}} 4i 4 {\displaystyle {i_{4}}} Step [ k] − i R i 1 {\displaystyle -{\tfrac {i_{R}}{i_{1}}}} [ l] i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} [ m] i 2 i 3 {\displaystyle {\tfrac {i_{2}}{i_{3}}}} i 3 i 4 {\displaystyle {\tfrac {i_{3}}{i_{4}}}} Δ Step [ n] [ o] i 1 i 2 : i 2 i 3 {\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}} i 2 i 3 : i 3 i 4 {\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}} Shaft Speed i 1 i R {\displaystyle {\tfrac {i_{1}}{i_{R}}}} i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{3}}}} i 1 i 4 {\displaystyle {\tfrac {i_{1}}{i_{4}}}} Δ Shaft Speed [ p] 0 − i 1 i R {\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}} i 1 i 1 − 0 {\displaystyle {\tfrac {i_{1}}{i_{1}}}-0} i 1 i 2 − i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}} i 1 i 3 − i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}} i 1 i 4 − i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}} 4HP 22 Large Engines 380 N⋅m (280 lb⋅ft ) 198035 73 35 73 31 83 4 3 3.4055 1.3436 1.5045 [ k] Gear Ratio −2.0857 [ l] − 73 35 {\displaystyle -{\tfrac {73}{35}}} 2.4795 181 73 {\displaystyle {\tfrac {181}{73}}} 1.4795 [ m] 108 73 {\displaystyle {\tfrac {108}{73}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.7281 83 114 {\displaystyle {\tfrac {83}{114}}} Step 0.8412 [ l] 1.0000 1.6759 [ m] 1.4795 1.3735 Δ Step [ n] 1.1328 1.0771 Speed -1.1888 1.0000 1.6759 2.4795 3.4055 Δ Speed 1.1888 1.0000 0.6759 0.8035 0.9261 4HP 22 Small Engines 220 N⋅m (162 lb⋅ft ) 198035 73 41 73 31 83 4 3 3.7539 1.4106 1.5541 [ k] Gear Ratio −2.0857 [ l] − 73 35 {\displaystyle -{\tfrac {73}{35}}} 2.7331 6 , 983 2 , 555 {\displaystyle {\tfrac {6,983}{2,555}}} 1.5616 [ m] [ o] 114 73 {\displaystyle {\tfrac {114}{73}}} 1.0000 [ k] 1 1 {\displaystyle {\tfrac {1}{1}}} 0.7281 83 114 {\displaystyle {\tfrac {83}{114}}} Step 0.7631 [ l] 1.0000 1.7501 [ m] 1.5616 [ k] 1.3735 Δ Step [ n] 1.1207 [ o] 1.1370 Speed -1.3104 1.0000 1.7501 2.7331 3.7539 Δ Speed 1.3104 1.0000 0.7501 0.9829 1.0208 Ratio − R 1 S 1 {\displaystyle -{\tfrac {R_{1}}{S_{1}}}} S 1 ( S 2 + R 2 ) + R 1 S 2 S 1 R 2 {\displaystyle {\tfrac {S_{1}(S_{2}+R_{2})+R_{1}S_{2}}{S_{1}R_{2}}}} S 2 + R 2 R 2 {\displaystyle {\tfrac {S_{2}+R_{2}}{R_{2}}}} 1 1 {\displaystyle {\tfrac {1}{1}}} R 3 S 3 + R 3 {\displaystyle {\tfrac {R_{3}}{S_{3}+R_{3}}}} Algebra And Actuated Shift Elements Brake A [ q] ❶ Brake B [ r] ❶ ❶ Brake C [ s] ❶ ❶ ❶ Brake S [ t] ❶ Clutch E [ u] ❶ ❶ ❶ ❶ Clutch F [ v] ❶ ❶ ❶ Clutch S [ w] ❶ ❶ ❶ ❶ ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is, if actuated S1 or R2 Output shaft is R3 ↑ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) i n i 1 {\displaystyle {\tfrac {i_{n}}{i_{1}}}} A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ↑ Ratio Span's Center ( i n i 1 ) 1 2 {\displaystyle (i_{n}i_{1})^{\tfrac {1}{2}}} The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ↑ Average Gear Step ( i n i 1 ) 1 n − 1 {\displaystyle ({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}} With decreasing step width the gears connect better to each other shifting comfort increases ↑ Sun 1: sun gear of gearset 1 ↑ Ring 1: ring gear of gearset 1 ↑ Sun 2: sun gear of gearset 2 ↑ Ring 2: ring gear of gearset 2 ↑ Sun 3: sun gear of gearset 3 ↑ Ring 3: ring gear of gearset 3 1 2 3 4 5 6 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) 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) 1 2 3 4 5 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) 1 2 3 4 5 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) 1 2 3 From large to small gears (from right to left) 1 2 3 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 1As 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) ↑ Blocks S1 ↑ Blocks C1 (the carrier of gearset 1) ↑ Blocks S2 ↑ Blocks S3 (S: german "schnell" for fast) ↑ Couples R2 with the turbine ↑ Couples S1 with the turbine ↑ Couples S3 with C3 (the carrier of gearset 3 · S: german "schnell" for fast)
1984: Ravigneaux Planetary Gearset Types The 4HP 14 was introduced in 1984 and produced through 2001 for Citroën , Peugeot , and Daewoo Front-wheel drive vehicles. The electronic-hydraulic control makes controlled power shifts and various shift programs possible.
The 4HP 16 is designed for use in vehicles with Front-wheel drive and a Transverse engine . The transmission is operated via selector lever and possibly also via switch. It has a controller slip Lock-up clutch .
The 4HP 18 is for both longitudinal and transverse installation. Introduced in 1987, and produced through 1998, it was used in a variety of cars from Alfa Romeo , Audi , Citroën , Dodge , Eagle , Fiat , Lancia , Porsche and Saab .
Gear Ratios With Assessment Planetary Gearset: Teeth [ a] Count Total [ b] Center [ c] Avg. [ d] Model Type Version First Delivery S1 [ e] R1 [ f] S2 [ g] R2 [ h] Brakes Clutches Ratio Span Gear Step [ i] Gear Ratio Ri R {\displaystyle {i_{R}}} 1i 1 {\displaystyle {i_{1}}} 2i 2 {\displaystyle {i_{2}}} 3i 3 {\displaystyle {i_{3}}} 4i 4 {\displaystyle {i_{4}}} Step [ i] − i R i 1 {\displaystyle -{\tfrac {i_{R}}{i_{1}}}} [ j] i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} [ k] i 2 i 3 {\displaystyle {\tfrac {i_{2}}{i_{3}}}} i 3 i 4 {\displaystyle {\tfrac {i_{3}}{i_{4}}}} Δ Step [ l] [ m] i 1 i 2 : i 2 i 3 {\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}} i 2 i 3 : i 3 i 4 {\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}} Shaft Speed i 1 i R {\displaystyle {\tfrac {i_{1}}{i_{R}}}} i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{3}}}} i 1 i 4 {\displaystyle {\tfrac {i_{1}}{i_{4}}}} Δ Shaft Speed [ n] 0 − i 1 i R {\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}} i 1 i 1 − 0 {\displaystyle {\tfrac {i_{1}}{i_{1}}}-0} i 1 i 2 − i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}} i 1 i 3 − i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}} i 1 i 4 − i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}} 4HP 14 1984 3429 [ o] 29 822 3 3.2647 1.3348 1.4835 [ i] Gear Ratio −2.8276 [ j] − 82 29 {\displaystyle -{\tfrac {82}{29}}} 2.4118 41 17 {\displaystyle {\tfrac {41}{17}}} 1.3688 [ k] 861 629 {\displaystyle {\tfrac {861}{629}}} 1.0000 [ n] 1 1 {\displaystyle {\tfrac {1}{1}}} 0.7281 82 111 {\displaystyle {\tfrac {82}{111}}} Step 1.1724 [ j] 1.0000 1.7619 [ k] 1.3688 1.3537 Δ Step [ l] 1.2872 1.0112 Speed -0.8529 1.0000 1.7619 2.4118 3.2647 Δ Speed 0.8529 1.0000 0.7619 0.6499 [ n] 0.8526 4HP 18 FLE 1991 3834 [ o] 34 982 3 3.4737 1.3837 1.5145 [ i] Gear Ratio −2.8824 [ j] − 49 17 {\displaystyle -{\tfrac {49}{17}}} 2.5789 49 19 {\displaystyle {\tfrac {49}{19}}} 1.4067 [ k] 294 209 {\displaystyle {\tfrac {294}{209}}} 1.0000 [ n] 1 1 {\displaystyle {\tfrac {1}{1}}} 0.7281 49 66 {\displaystyle {\tfrac {49}{66}}} Step 1.1176 [ j] 1.0000 1.8333 [ k] 1.4067 1.3469 Δ Step [ l] 1.3033 1.0444 Speed -0.8947 1.0000 1.8333 2.5789 3.4737 Δ Speed 0.8947 1.0000 0.8333 0.7456 [ n] 0.8947 Ratio − R 2 S 2 {\displaystyle -{\tfrac {R_{2}}{S_{2}}}} R 1 R 2 S 1 S 2 {\displaystyle {\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}} R 2 ( S 1 + R 1 ) S 1 ( S 2 + R 2 ) {\displaystyle {\tfrac {R_{2}(S_{1}+R_{1})}{S_{1}(S_{2}+R_{2})}}} 1 1 {\displaystyle {\tfrac {1}{1}}} R 2 S 2 + R 2 {\displaystyle {\tfrac {R_{2}}{S_{2}+R_{2}}}} Algebra And Actuated Shift Elements Brake A [ p] ❶ ❶ Brake B [ q] ❶ ❶ Clutch C [ r] ❶ ❶ ❶ Clutch D [ s] ❶ Clutch E [ t] ❶ ❶ ↑ Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input shafts is, if actuated S1 , R2 or C1 and C2 (the common Ravigneaux carrier 1 + 2) Output shaft is R2 (the ring gear of the outer Ravigneaux gearset ↑ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) i n i 1 {\displaystyle {\tfrac {i_{n}}{i_{1}}}} A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ↑ Ratio Span's Center ( i n i 1 ) 1 2 {\displaystyle (i_{n}i_{1})^{\tfrac {1}{2}}} The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ↑ Average Gear Step ( i n i 1 ) 1 n − 1 {\displaystyle ({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}} With decreasing step width the gears connect better to each other shifting comfort increases ↑ Sun 1: sun gear of gearset 1: 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 1 2 3 4 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) 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) 1 2 3 4 5 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) 1 2 3 4 5 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) 1 2 3 From large to small gears (from right to left) ↑ 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 1As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) 1 2 3 4 5 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) 1 2 inner and outer sun gears of the Ravigneaux planetary gearset are inverted ↑ Blocks R1 (ring gear of the inner Ravigneaux gearset) and S2 (sun gear of the outer Ravigneaux gearset) ↑ Blocks C1 and C2 (the common Ravigneaux carrier 1 + 2) ↑ Couples S1 (sun gear of the inner Ravigneaux gearset) with the turbine ↑ Couples S2 (sun gear of the outer Ravigneaux gearset) with the turbine ↑ Couples C1 and C2 (the common Ravigneaux carrier 1 + 2) with the turbine