ZF 5HP transmission

For the heavy-duty 5 speed automatic transmission, see ZF Ecomat.

5HP 18 · 5HP 30 · 5HP 24
Overview
Manufacturer	ZF Friedrichshafen
Production	1991–2008
Model years	1991–2008
Body and chassis
Class	5-Speed Longitudinal Automatic Transmission
Related	MB 5G-Tronic
Chronology
Predecessor	ZF 4HP Transmission Family
Successor	ZF 6HP

5HP is ZF Friedrichshafen AG's trademark name for its 5-speed automatic transmission models (5-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken.

Key Data

Gear Ratios ^[a]

Model	First Deliv- ery	Gear						Total Span			Avg. Step	Components		Nomenclature
		R	1	2	3	4	5	Nomi- nal	Effec- tive	Cen- ter		Total	per Gear [b]	Gears Count	Cou- pling	Gear- sets	Input Shaft Diameter
Ravigneaux Types														5 [b]	H [c]	P [d]
5HP 18 5HP 19	1990 1997	−4.096	3.665	1.995	1.407	1.000	0.742	4.936	4.936	1.650	1.491	3  Gearsets 3 Brakes 4 Clutches	2.000				18 mm 19 mm
Simpson Types
5HP 30	1992	−3.684	3.553	2.244	1.545	1.000	0.787	4.517	4.517	1.672	1.458	3  Gearsets 3 Brakes 3 Clutches	1.800				30 mm
5HP 24	1996	−4.095	3.571	2.200	1.505	1.000	0.804	4.444	4.444	1.694	1.452						24 mm
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Forward gears only Hydraulic torque converter · German: Hydraulischer Wandler oder Drehmomentwandler Planetary gearing · German: Planetenradsätze

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

Gearset Concept: Combined Parallel and Serial Coupled Gearset Concept For More Gears And Improved Cost-Effectiveness

The 5HP 18 and 19 are a transmission family with purely serial power flow: components were simply added to enable more gears. This makes these transmissions larger, heavier, and more expensive. With 10 main components, progress was unsatisfactory: an obvious transitional solution. It is therefore the last conventionally designed transmission from ZF. All subsequent transmissions from ZF including the 8-speed transmission 8HP require fewer main components.

Gearset Concept: Cost-Effectiveness ^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity [b] Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
5HP 18/19 Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic [b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$·${\displaystyle {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
5HP 18/19 4HP 14/16/18 [c]	5 [d] 4 [d]	Progress [b]	10 7	3 [e] 2 [e]	3 2	4 3
Δ Number	1		3	1	1	1
Relative Δ	0.250 ${\displaystyle {\tfrac {1}{4}}}$	0.583 [b] ${\displaystyle {\tfrac {1}{4}}:{\tfrac {3}{7}}={\tfrac {1}{4}}}$·${\displaystyle {\tfrac {7}{3}}={\tfrac {7}{12}}}$	0.429 ${\displaystyle {\tfrac {3}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$
5HP 18/19 4HP 20/22/24 [c]	5 [d] 4 [d]	Progress [b]	10 10	3 [e] 3	3 4	4 3
Δ Number	1		0	0	-1	1
Relative Δ	0.250 ${\displaystyle {\tfrac {1}{4}}}$	∞ [b] ${\displaystyle {\tfrac {1}{4}}:{\tfrac {0}{10}}={\tfrac {1}{4}}}$·${\displaystyle {\tfrac {10}{0}}={\tfrac {10}{0}}}$	0.000 ${\displaystyle {\tfrac {0}{10}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	−0.250 ${\displaystyle {\tfrac {-1}{4}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$
5HP 18/19 3-Speed [f]	5 [d] 3 [d]	Market Position [b]	10 7	3 [e] 2 [e]	3 3	4 2
Δ Number	2		3	1	0	2
Relative Δ	0.667 ${\displaystyle {\tfrac {2}{3}}}$	1.556 [b] ${\displaystyle {\tfrac {2}{3}}:{\tfrac {3}{7}}={\tfrac {2}{3}}}$·${\displaystyle {\tfrac {7}{3}}={\tfrac {14}{9}}}$	0.429 ${\displaystyle {\tfrac {3}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	1.000 ${\displaystyle {\tfrac {2}{2}}}$
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 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 plus 1 reverse gear of which 2 gearsets are combined as a compound Ravigneaux gearset 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 main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding).

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			Avg. [i]
Model Type	Version First Delivery	S1 [j] R1 [k]	S2 [l] R2 [m]	S3 [n] R3 [o]	Brakes Clutches	Ratio Span	Gear Step [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	${\displaystyle {i_{R}}}$ [b]		${\displaystyle {i_{1}}}$ [b]	${\displaystyle {i_{2}}}$ [b]	${\displaystyle {i_{3}}}$ [b]	${\displaystyle {i_{4}}}$ [b]	${\displaystyle {i_{5}}}$ [b]
Step [p]	${\displaystyle -{\frac {i_{R}}{i_{1}}}}$ [q]		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$ [r]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$	${\displaystyle {\frac {i_{4}}{i_{5}}}}$
Δ Step [s] [t]				${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$
Shaft Speed	${\displaystyle {\frac {i_{1}}{i_{R}}}}$		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$	${\displaystyle {\frac {i_{1}}{i_{5}}}}$
Δ Shaft Speed [u]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$
Torque Ratio [c]	${\displaystyle \mu _{R}}$ [c]		${\displaystyle \mu _{1}}$ [c]	${\displaystyle \mu _{2}}$ [c]	${\displaystyle \mu _{3}}$ [c]	${\displaystyle \mu _{4}}$ [c]	${\displaystyle \mu _{5}}$ [c]
Efficiency ${\displaystyle \eta _{n}}$ [d]	${\displaystyle {\frac {\mu _{R}}{i_{R}}}}$ [d]		${\displaystyle {\frac {\mu _{1}}{i_{1}}}}$ [d]	${\displaystyle {\frac {\mu _{2}}{i_{2}}}}$ [d]	${\displaystyle {\frac {\mu _{3}}{i_{3}}}}$ [d]	${\displaystyle {\frac {\mu _{4}}{i_{4}}}}$ [d]	${\displaystyle {\frac {\mu _{5}}{i_{5}}}}$ [d]
5HP 18	310  N⋅m (229  lb⋅ft ) 1990	38 34 [v]	34 98	32 76	3 4	4.9363 4.9363 [g] [q]	1.6495
							1.4906 [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	−4.0960 [q] [g] ${\displaystyle -{\tfrac {1,323}{323}}}$		3.6648 ${\displaystyle {\tfrac {1,323}{361}}}$	1.9990 [r] ${\displaystyle {\tfrac {7,938}{3,971}}}$	1.4067 [p] [t] [u] ${\displaystyle {\tfrac {294}{209}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$	0.7424 ${\displaystyle {\tfrac {49}{66}}}$
Step	1.1176 [q]		1.0000	1.8333 [r]	1.4211 [p]	1.4067	1.3469
Δ Step [s]				1.2901	1.0102 [t]	1.0444
Speed	-0.8947		1.0000	1.8333	2.6053	3.6648	4.9363
Δ Speed	0.8947		1.0000	0.8333	0.7719 [u]	1.0596	1.2715
Torque Ratio [c]	–3.9903 –3.9378		3.5344 3.4700	1.9581 1.9377	1.3861 1.3758	1.0000	0.7385 0.7366
Efficiency ${\displaystyle \eta _{n}}$ [d]	0.9742 0.9614		0.9644 0.9468	0.9795 0.9693	0.9854 0.9780	1.0000	0.9948 0.9921
5HP 19	325  N⋅m (240  lb⋅ft ) 1997	38 34 [v]	34 98	32 76	3 4	4.9363 4.9363 [g] [q]	1.6495
							1.4906 [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	−4.0960 [q] [g]		3.6648	1.9990 [r]	1.4067 [p] [t] [u]	1.0000	0.7424
Actuated Shift Elements
Brake A [w]				❶	❶		❶
Brake B [x]	❶		❶
Brake C [y]	❶		❶	❶
Clutch D [z]			❶	❶	❶	❶
Clutch E [aa]	❶
Clutch F [ab]						❶	❶
Clutch G [ac]					❶	❶	❶
Geometric Ratios: Speed Conversion
Gear Ratio [b] R & 1 Ordinary [ad] Elementary Noted [ae]	${\displaystyle i_{R}=-{\frac {R_{2}(S_{3}+R_{3})}{S_{2}R_{3}}}}$			${\displaystyle i_{1}={\frac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}S_{2}R_{3}}}}$
	${\displaystyle i_{R}=-{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {S_{3}}{R_{3}}}\right)}$			${\displaystyle i_{1}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}\left(1+{\tfrac {S_{3}}{R_{3}}}\right)}$
Gear Ratio [b] 2 & 3 Ordinary [ad] Elementary Noted [ae]	${\displaystyle i_{2}={\frac {R_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{3}(S_{2}+R_{2})}}}$				${\displaystyle i_{3}={\frac {R_{2}(S_{1}+R_{1})}{S_{1}(S_{2}+R_{2})}}}$
	${\displaystyle i_{2}={\tfrac {\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)}{1+{\tfrac {S_{2}}{R_{2}}}}}}$				${\displaystyle i_{3}={\tfrac {1+{\tfrac {R_{1}}{S_{1}}}}{1+{\tfrac {S_{2}}{R_{2}}}}}}$
Gear Ratio [b] 4 & 5 Ordinary [ad] Elementary Noted [ae]	${\displaystyle i_{4}={\frac {1}{1}}}$			${\displaystyle i_{5}={\frac {R_{2}}{S_{2}+R_{2}}}}$
				${\displaystyle i_{5}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}}$
Kinetic Ratios: Torque Conversion
Torque Ratio [c] R & 1	${\displaystyle \mu _{R}=-{\tfrac {R_{2}}{S_{2}}}\eta _{0}\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)}$			${\displaystyle \mu _{1}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)}$
Torque Ratio [c] 2 & 3	${\displaystyle \mu _{2}={\tfrac {\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$				${\displaystyle \mu _{3}={\tfrac {1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Torque Ratio [c] 4 & 5	${\displaystyle \mu _{4}={\tfrac {1}{1}}}$			${\displaystyle \mu _{5}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Revised 14 January 2026 Nomenclature ${\displaystyle S_{n}=}$ sun gear: number of teeth ${\displaystyle R_{n}=}$ ring gear: number of teeth ${\displaystyle \color {gray}{C_{n}=}}$carrier or planetary gear carrier (not needed) ${\displaystyle s_{n}=}$ sun gear: shaft speed ${\displaystyle r_{n}=}$ ring gear: shaft speed ${\displaystyle c_{n}=}$ carrier or planetary gear carrier: shaft speed 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 ${\displaystyle T_{1;n}=T_{t}=}$ torque shaft 1: input (turbine) shaft ${\displaystyle T_{2;n}=}$ torque shaft 2: output shaft ${\displaystyle \mu _{n}=}$ torque ratio or torque conversion ratio ${\displaystyle \eta _{n}=}$ efficiency ${\displaystyle i_{0}=}$ stationary gear ratio ${\displaystyle \eta _{0}=}$ (assumed) stationary gear efficiency Gear Ratio (Transmission Ratio) ${\displaystyle i_{n}}$ — Speed Conversion — The gear ratio ${\displaystyle i_{n}}$ is the ratio of input shaft speed ${\displaystyle \omega _{1;n}}$ to output shaft speed ${\displaystyle \omega _{2;n}}$ and therefore corresponds to the reciprocal of the shaft speeds ${\displaystyle i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}}$ Torque Ratio (Torque Conversion Ratio) ${\displaystyle \mu _{n}}$ — Torque Conversion — The torque ratio ${\displaystyle \mu _{n}}$ is the ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ minus efficiency losses and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too ${\displaystyle \mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}}$ whereby ${\displaystyle \eta _{n;\eta _{0}}}$ may vary from gear to gear according to the formulas listed in this table and ${\displaystyle 0\leq \eta _{n;\eta _{0}}\leq 1}$ Efficiency The efficiency${\displaystyle \eta _{n}}$ is calculated from the torque ratio in relation to the gear ratio (transmission ratio) ${\displaystyle \eta _{n}={\frac {\mu _{n}}{i_{n}}}}$ 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 ${\displaystyle i_{0}}$ 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 ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\tfrac {1}{2}}}$ at ${\displaystyle 0.9800^{\tfrac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\tfrac {1}{2}}=0.98489}$ (lower value) Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input (turbine) shafts are, if actuated, S1, C1/C2 (the common carrier of the compound Ravigneaux gearset), and R1/S2 Output shaft is C3 Total Ratio Span (Total Gear/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 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 ${\displaystyle (i_{1}i_{n})^{\frac {1}{2}}}$ 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 ${\displaystyle \left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}}$ 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 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 Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) 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 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) 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 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 greenΔ (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) 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/C2 (the common carrier of the compound Ravigneaux gearset) Blocks S3 Couples S1 (sun of the inner Ravigneaux gearset) with the input (turbine) Couples R1 (ring gear of the inner Ravigneaux gearset) and S2 (sun gear of the outer Ravigneaux gearset) with the input (turbine) Connects C1/C2 (the common carrier of the compound Ravigneaux gearset) with the input (turbine) Couples S3 with R3 Ordinary Noted For direct determination of the gear ratio 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 torque conversion ratio and efficiency

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

Gearset Concept: Combined Parallel and Serial Coupled Gearset Concept For More Gears And Improved Cost-Effectiveness

With planetary transmissions, the number of gears can be increased conventionally by adding additional gearsets as well as brakes and clutches, or conceptually by switching from serial to combined parallel and serial power flow. The conceptual way requires a computer-aided design. The resulting progress is reflected in a better ratio of the number of gears to the number of components used compared to existing layouts.

The 5HP 30 and 24 are the first transmission family with combined parallel and serial power flow to prevent these transmission from becoming larger, heavier, and more expensive. With 9 main components, it saves 1 component compared to the 5HP 18 and 19 family. No subsequent transmissions from ZF including the 8-speed transmission 8HP require more main components.

Gearset Concept: Cost-Effectiveness ^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity [b] Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
5HP 30/24 Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic [b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$·${\displaystyle {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
5HP 30/24 4HP 14/16/18 [c]	5 [d] 4 [d]	Progress [b]	9 7	3 2 [e]	3 2	3 3
Δ Number	1		2	1	1	0
Relative Δ	0.250 ${\displaystyle {\tfrac {1}{4}}}$	0.875 [b] ${\displaystyle {\tfrac {1}{4}}:{\tfrac {2}{7}}={\tfrac {1}{4}}}$·${\displaystyle {\tfrac {7}{2}}={\tfrac {7}{8}}}$	0.286 ${\displaystyle {\tfrac {2}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$
5HP 30/24 4HP 20/22/24 [c]	5 [d] 4 [d]	Progress [b]	9 10	3 3	3 4	3 3
Δ Number	1		-1	0	-1	0
Relative Δ	0.250 ${\displaystyle {\tfrac {1}{4}}}$	−2.500 [b] ${\displaystyle {\tfrac {1}{4}}:{\tfrac {-1}{10}}={\tfrac {1}{4}}}$·${\displaystyle {\tfrac {10}{-1}}={\tfrac {10}{-4}}}$	−0.100 ${\displaystyle {\tfrac {-1}{10}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	−0.250 ${\displaystyle {\tfrac {-1}{4}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$
5HP 30/24 3-Speed [f]	5 [d] 3 [d]	Market Position [b]	9 7	3 2 [e]	3 3	3 2
Δ Number	2		2	1	0	1
Relative Δ	0.667 ${\displaystyle {\tfrac {2}{3}}}$	2.333 [b] ${\displaystyle {\tfrac {2}{3}}:{\tfrac {2}{7}}={\tfrac {2}{3}}}$·${\displaystyle {\tfrac {7}{2}}={\tfrac {7}{3}}}$	0.286 ${\displaystyle {\tfrac {2}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$
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 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 plus 1 reverse gear of which 2 gearsets are combined as a compound Ravigneaux gearset 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 main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding).

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]
		Simpson		Simple			Avg. [i]
Model Type	Version First Delivery	S1 [j] R1 [k]	S2 [l] R2 [m]	S3 [n] R3 [o]	Brakes Clutches	Ratio Span	Gear Step [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	${\displaystyle {i_{R}}}$ [b]		${\displaystyle {i_{1}}}$ [b]	${\displaystyle {i_{2}}}$ [b]	${\displaystyle {i_{3}}}$ [b]	${\displaystyle {i_{4}}}$ [b]	${\displaystyle {i_{5}}}$ [b]
Step [p]	${\displaystyle -{\frac {i_{R}}{i_{1}}}}$ [q]		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$ [r]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$	${\displaystyle {\frac {i_{4}}{i_{5}}}}$
Δ Step [s] [t]				${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$
Shaft Speed	${\displaystyle {\frac {i_{1}}{i_{R}}}}$		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$	${\displaystyle {\frac {i_{1}}{i_{5}}}}$
Δ Shaft Speed [u]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$
Torque Ratio [c]	${\displaystyle \mu _{R}}$ [c]		${\displaystyle \mu _{1}}$ [c]	${\displaystyle \mu _{2}}$ [c]	${\displaystyle \mu _{3}}$ [c]	${\displaystyle \mu _{4}}$ [c]	${\displaystyle \mu _{5}}$ [c]
Efficiency ${\displaystyle \eta _{n}}$ [d]	${\displaystyle {\frac {\mu _{R}}{i_{R}}}}$ [d]		${\displaystyle {\frac {\mu _{1}}{i_{1}}}}$ [d]	${\displaystyle {\frac {\mu _{2}}{i_{2}}}}$ [d]	${\displaystyle {\frac {\mu _{3}}{i_{3}}}}$ [d]	${\displaystyle {\frac {\mu _{4}}{i_{4}}}}$ [d]	${\displaystyle {\frac {\mu _{5}}{i_{5}}}}$ [d]
5HP 30	560  N⋅m (413  lb⋅ft ) 1992	40 100	32 108	38 97	3 3	4.5169 4.5169 [g] [q]	1.6716
							1.4578 [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	−3.6842 ${\displaystyle -{\tfrac {70}{19}}}$		3.5526 ${\displaystyle {\tfrac {135}{38}}}$	2.2436 ${\displaystyle {\tfrac {175}{78}}}$	1.5449 [p] [t] ${\displaystyle {\tfrac {275}{178}}}$	1.0000 [p] ${\displaystyle {\tfrac {1}{1}}}$	0.7865 [u] ${\displaystyle {\tfrac {70}{89}}}$
Step	1.0370		1.0000	1.5835	1.4522 [p]	1.5449 [p]	1.2714
Δ Step [s]				1.0904	0.9400 [t]	1.2151
Speed	–0.9643		1.0000	1.5835	2.2995	3.5526	4.5169
Δ Speed	0.9643		1.0000	0.5835	0.7161	1.2531	0.9643 [u]
Torque Ratio [c]	–3.5078 –3.4217		3.5016 3.4761	2.2059 2.1870	1.5272 1.5183	1.0000	0.7782 0.7738
Efficiency ${\displaystyle \eta _{n}}$ [d]	0.9521 0.9288		0.9856 0.9784	0.9832 0.9748	0.9885 0.9827	1.0000	0.9894 0.9839
5HP 24	440  N⋅m (325  lb⋅ft ) 1996	36 93	32 100	35 90	3 3	4.4435 4.4435 [g] [q]	1.6943
							1.4519 [p]
Gear	R		1	2	3	4	5
Gear Ratio [b]	−4.0952 [q] [g] ${\displaystyle -{\tfrac {86}{21}}}$		3.5714 ${\displaystyle {\tfrac {25}{7}}}$	2.2000 ${\displaystyle {\tfrac {11}{5}}}$	1.5047 [t] ${\displaystyle {\tfrac {161}{107}}}$	1.0000 [p] ${\displaystyle {\tfrac {1}{1}}}$	0.8037 [u] ${\displaystyle {\tfrac {86}{107}}}$
Step	1.1467 [q]		1.0000	1.6234	1.4621	1.5047 [p]	1.2419
Δ Step [s]				1.1103	0.9717 [t]	1.2094
Speed	-0.8721		1.0000	1.6234	2.3736	3.5714	4.4435
Δ Speed	0.8721		1.0000	0.6234	0.7502	1.1979	0.8721 [u]
Torque Ratio [c]	–3.8985 –3.8025		3.5200 3.4943	2.1630 2.1445	1.4880 1.4795	1.0000	0.7959 0.7918
Efficiency ${\displaystyle \eta _{n}}$ [d]	0.9520 0.9285		0.9856 0.9784	0.9832 0.9748	0.9889 0.9833	1.0000	0.9902 0.9851
Actuated Shift Elements
Brake A [v]					❶		❶
Brake B [w]				❶
Brake C [x]	❶		❶
Clutch D [y]			❶	❶	❶	❶
Clutch E [z]						❶	❶
Clutch F [aa]	❶
Geometric Ratios: Speed Conversion
Gear Ratio [b] R & 2 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{R}=-{\frac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{2}S_{3}}}}$			${\displaystyle i_{2}={\frac {(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}R_{3}+S_{3}(S_{2}+R_{2})}}}$
	${\displaystyle i_{R}=-{\tfrac {S_{2}}{R_{2}}}\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}$			${\displaystyle i_{2}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{3}}{S_{3}}}}}+{\tfrac {1}{\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)}}}}}$
Gear Ratio [b] 1 & 5 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{1}={\frac {S_{3}+R_{3}}{S_{3}}}}$		${\displaystyle i_{5}={\frac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}}$
	${\displaystyle i_{1}=1+{\tfrac {R_{3}}{S_{3}}}}$		${\displaystyle i_{5}={\tfrac {1}{1+{\tfrac {\tfrac {R_{2}}{S_{2}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}}$
Gear Ratio [b] 3 & 4 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{3}={\frac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}}$					${\displaystyle i_{4}={\frac {1}{1}}}$
	${\displaystyle i_{3}={\tfrac {1}{{\tfrac {1}{{\tfrac {1}{1+{\tfrac {S_{1}}{R_{1}}}}}+{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{2}}{R_{2}}}\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}}$
Kinetic Ratios: Torque Conversion
Torque Ratio [c] R & 1	${\displaystyle \mu _{R}=-{\tfrac {S_{2}}{R_{2}}}\eta _{0}\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)}$				${\displaystyle \mu _{1}=1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}}$
Torque Ratio [c] 2 & 5	${\displaystyle \mu _{2}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}}}+{\tfrac {1}{\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)}}}}}$				${\displaystyle \mu _{5}={\tfrac {1}{1+{\tfrac {{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)}}}}}$
Torque Ratio [c] 3 & 4	${\displaystyle \mu _{3}={\tfrac {1}{{\tfrac {1}{{\tfrac {1}{1+{\tfrac {S_{1}}{R_{1}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{3}}}}}}+{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {1}{2}}}{1+{\tfrac {R_{1}}{S_{1}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{3}}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{2}}{R_{2}}}{\eta _{0}}^{\tfrac {1}{2}}\left(1+{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{3}}\right)\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)}}}}}$						${\displaystyle \mu _{4}={\tfrac {1}{1}}}$
Revised 14 January 2026 Nomenclature ${\displaystyle S_{n}=}$ sun gear: number of teeth ${\displaystyle R_{n}=}$ ring gear: number of teeth ${\displaystyle \color {gray}{C_{n}=}}$carrier or planetary gear carrier (not needed) ${\displaystyle s_{n}=}$ sun gear: shaft speed ${\displaystyle r_{n}=}$ ring gear: shaft speed ${\displaystyle c_{n}=}$ carrier or planetary gear carrier: shaft speed 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 ${\displaystyle T_{1;n}=T_{t}=}$ torque shaft 1: input (turbine) shaft ${\displaystyle T_{2;n}=}$ torque shaft 2: output shaft ${\displaystyle \mu _{n}=}$ torque ratio or torque conversion ratio ${\displaystyle \eta _{n}=}$ efficiency ${\displaystyle i_{0}=}$ stationary gear ratio ${\displaystyle \eta _{0}=}$ (assumed) stationary gear efficiency Gear Ratio (Transmission Ratio) ${\displaystyle i_{n}}$ — Speed Conversion — The gear ratio ${\displaystyle i_{n}}$ is the ratio of input shaft speed ${\displaystyle \omega _{1;n}}$ to output shaft speed ${\displaystyle \omega _{2;n}}$ and therefore corresponds to the reciprocal of the shaft speeds ${\displaystyle i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}}$ Torque Ratio (Torque Conversion Ratio) ${\displaystyle \mu _{n}}$ — Torque Conversion — The torque ratio ${\displaystyle \mu _{n}}$ is the ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ minus efficiency losses and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too ${\displaystyle \mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}}$ whereby ${\displaystyle \eta _{n;\eta _{0}}}$ may vary from gear to gear according to the formulas listed in this table and ${\displaystyle 0\leq \eta _{n;\eta _{0}}\leq 1}$ Efficiency The efficiency${\displaystyle \eta _{n}}$ is calculated from the torque ratio in relation to the gear ratio (transmission ratio) ${\displaystyle \eta _{n}={\frac {\mu _{n}}{i_{n}}}}$ 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 ${\displaystyle i_{0}}$ 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 ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\tfrac {1}{2}}}$ at ${\displaystyle 0.9800^{\tfrac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\tfrac {1}{2}}=0.98489}$ (lower value) Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are, if actuated, S1, C2, S3, and R1 Output shaft is C3 Total Ratio Span (Total Gear/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 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 ${\displaystyle (i_{1}i_{n})^{\frac {1}{2}}}$ 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 ${\displaystyle \left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}}$ 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 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 Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) 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 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) 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 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 greenΔ (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 Blocks R3 Connects S2 and S3 with the input (turbine) Connects R1 with the input (turbine) Connects C1 with the input (turbine) Ordinary Noted For direct determination of the gear ratio 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 conversion ratio and efficiency

Applications

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

5HP 18

• Introduced in MY 1991 on the BMW E36 320i/325i and E34 5 Series.
• Input torque maximum is 310  N⋅m (229  lb⋅ft)
• Weight: ~75  kg (165  lb)
• Oil capacity: ~10.5  L (11.1  US qt)

Applications ^[1]

• 1992–1993 BMW E32 — 730i M60B30
• 1992–1995 BMW E34 — 525i M50B25TÜ
• 1992–1995 BMW E34 — 530i M60B30
• 1992–1995 BMW E34 — 525tds M51D25
• 1995–2000 BMW E38 — 725tds M51D25
• 1994–1996 BMW E38 — 730I M60B30
• 1993–1996 BMW E36 — M3 S50B30US
• 1995–1999 BMW E36 — 328i M52B28 - BMW Part No A5S 310Z
• 1996–1998 BMW E38 — 728i/iL M52B28
• 1997–1999 BMW E36 — M3 3.2 S52B32
• 1995–1999 BMW E39 — 523i M52B25
• 1995–1999 BMW E39 — 528i M52B28
• 1995–1999 BMW E39 — 525tds M51D25
• 1991–1999 BMW E36 — 320i

5HP 19

• Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Porsche, and Volkswagen Passenger Cars.
• Input torque maximum is 300  N⋅m (221  lb⋅ft)
• Weight: ~79  kg (174  lb)
• Oil capacity: ~9.2  L (9.7  US qt)

Applications ^[1]

BMW — longitudinal engine, rear wheel drive

• 2001–2003 BMW E46 — 330Ci M54B30
• 2001–2003 BMW E46 — 330i M54B30
• 2000–2003 BMW E46 — 320i M52TUB20/ M54B22
• 2000– BMW E46 — 323Ci M52TUB25
• 2000– BMW E46 — 323i M52TUB25
• 2000– BMW E46 — 328i M52TUB28
• 2000– BMW E38 — 728i M52TUB28
• 2001–2003 BMW E46 — 325Ci M54B25
• 2001–2003 BMW E46 — 325i M54B25
• 1999–2002 BMW E39 — 520i M52TUB20
• 1999–2002 BMW E39 — 523i M52TUB25
• 1999–2002 BMW E39 — 528i M52TUB28
• 2001–2003 BMW E39 — 525i M54B25
• 2001–2003 BMW E39 — 530i M54B30
• 2002–2005 BMW E85 — Z4 (M54 engine)

5HP 19FL

Applications ^[1]

Volkswagen Group — longitudinal engine transaxle, front-wheel drive

• 1996–2001 Audi A4 (B5) 2.8 V6
• 1997–2003 Audi A4 (B5) 1.8T
• 1997–1999 Audi A8 (D2) 3.7 V8
• 1998–2001 Audi A6 (C5) 2.8 V6
• 1998–2003 Volkswagen Passat GLS 1.8T
• 1998–2003 Volkswagen Passat GLS 2.8 V6
• 1998–2003 Volkswagen Passat GLX 2.8 V6
• 2003– Volkswagen Passat GL 1.8T
• 2004–2005 Volkswagen Passat GLS 2.0 TDI [ZF 1060 030106, ^[2] VW GMR], [A73 Torque Converter]

5HP 19FLA

Applications ^[1]

Volkswagen Group — longitudinal engine, transaxle permanent four-wheel drive

• 1996–2001 Audi A4 (B5) 2.8 V6 quattro
• 1997–2001 Audi S4 (B5) 2.7 V6 'biturbo' quattro
• 1997–2005 Audi A4 (B5) and Audi A4 (B6) 1.8 T quattro
• 1998–2001 Audi A6 (C5) 2.8 V6 quattro
• 2000–2003 Audi A6 2.7 V6 biturbo quattro
• 2000–2003 Volkswagen Passat GLS V6 4motion 2.8 V6
• 2000–2003 Volkswagen Passat GLX V6 4motion 2.8 V6
• 2004–2005 Volkswagen Passat GLS 4motion 1.8T
• 2001–2003 Audi allroad quattro 2.7 V6 biturbo
• 2002–2005 Audi A4 (B6) 3.0 V6 quattro
• 2002–2003 Audi A6 (C5) 3.0 V6 quattro
• 2002–2003 Volkswagen Passat 4.0 W8 4motion

1999 (DRN/EKX) transmissions used Induction speed sensors and 2000+ (FAS) transmissions used Hall Effect sensors. These transmissions are mechanically the same, but are not interchangeable.

5HP 19HL

Applications ^[1]

Porsche — longitudinal engine rear engine transaxle

• 1998–2003 Porsche 911 Carrera 996 3.4
• 2002–2003 Porsche 911 Targa 996 3.6

5HP 19HLA

Applications ^[1]

Porsche — longitudinal engine rear engine transaxle

• 1999–2003 Porsche 911 Carrera 996 3.6
• 1999–2003 Porsche 911 Carrera 4S 996 3.6

Porsche — mid-engine design flat-six engine, 5-speed tiptronic #1060, rear-wheel drive A87.01-xxx, A87.02-xxx, A87.21-xxx, [5HP19FL Valve Body, Solenoids, and Speed Sensor. Different Wiring Harness.] [Speed Sensor/Pulser part # ZF 0501314432]

• 1997-2004 Porsche Boxster 986 2.5 6-cyl
• 1997-2004 Porsche Boxster 986 2.7 6-cyl
• 1997-2004 Porsche Boxster 986 3.2 6-cyl
• 2005–2008 Porsche Boxster 987 2.7 6-cyl
• 2005–2008 Porsche Boxster S 987 3.4 6-cyl
• 2005–2008 Porsche Cayman 987 2.7 6-cyl
• 2005–2008 Porsche Cayman S 987 3.4 6-cyl

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

5HP 30

• Introduced in 1992, it was produced through 2003, and has been used in a variety of cars from Aston Martin, Bentley, BMW, and Rolls-Royce.
• Input torque maximum is 560  N⋅m (413  lb⋅ft)
• Weight: ~109  kg (240  lb)
• Oil capacity: ~13.5  L (14.3  US qt)

Applications ^[1]

• 1992–1995 BMW E34 — 540i M60/B40
• 1995–1997 BMW E39 — 540i M62/B44
• 1998–2001 BMW E39 — 540i M62/B44TU
• 1992–1994 BMW E32 — 740i M60/B40
• 1994–1995 BMW E38 — 740i M60/B40
• 1996–1997 BMW E38 — 740i M62/B44
• 1992–1994 BMW E32 — 740iL M60/B40
• 1994–1995 BMW E38 — 740iL M60/B40
• 1996–1997 BMW E38 — 740iL M62/B44
• 1998-2001 BMW E38 — 740d M67/D40
• 1994–2001 BMW E38 — 750iL M73/B54
• 1993–1995 BMW E31 — 840i M60/B40
• 1995–1996 BMW E31 — 840Ci M62/B44
• 1994–1997 BMW E31 — 850Ci M73/B54
• 1998–2003 Rolls-Royce Silver Seraph 5.4 V12
• 1998–2000 Bentley Arnage 4.4 V8
• 1999–2003 Aston Martin DB7 Vantage 6.0 V12
• 1999–2003 Aston Martin DB7 Vantage Volante 6.0 V12

5HP 24

• Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Jaguar, and Land Rover – all with a front mounted longitudinal engine.
• Input torque maximum is 440  N⋅m (325  lb⋅ft)
• Weight: ~95  kg (209  lb)
• Oil capacity: ~9.9  L (10.5  US qt)

Applications ^[1]

• 1996–1997 BMW E31 — 840Ci M62/B44
• 1997–2001 BMW E38 — 735i M62/B35
• 1997–2001 BMW E38 — 735iL M62/B35
• 1997–2001 BMW E38 — 740i M62/B44
• 1997–2001 BMW E38 — 740iL M62/B44
• 1998–2001 BMW E38 — 730d M57
• 1997–2003 BMW E39 — 540i M62/B44
• 2000–2003 BMW E39 — Alpina D10 Bi-turbo
• 1997-2003 Jaguar XJ Sport 3.2 V8
• 1997–2002 Jaguar XK8 V8 4.0L
• 1998–2003 BMW E53 — X5 4.4i
• 1998–2002 Jaguar XJ8 4.0 V8
• 1998–2001 Jaguar XJ8 Vanden Plas 4.0 V8
• 1998–2001 Jaguar XJ8 L 4.0 V8
• 2001–2003 BMW E53 — 4.6is V8
• 2002–2003 BMW Z8 — Alpina 4.8 V8
• 2002–2003 Jaguar XJ Sport 4.0 V8
• 2003–2005 Range Rover (L322) — With BMW M62/B44 engine

5HP 24A

• Four-wheel drive version used in Audi (quattro) and Volkswagen Passenger Cars (4motion) marques of the Volkswagen Group:
• Input torque maximum is 430  N⋅m (317  lb⋅ft)
• Weight: ~142  kg (313  lb)
• Oil capacity: ~11  L (11.6  US qt)

Applications ^[1]

• 1997–2003 Audi A8 (D2) 4.2 V8
• 2001–2002 Audi A8 (D2) 6.0 W12
• 1998–2003 Audi S8 (D2) 4.2 V8
• 1999–2004 Audi A6 (C5) 4.2 V8
• 1999–2004 Audi S6 (C5) 4.2 V8
• 2000–2003 Audi A8L (D2) 4.2 V8
• 2002–2004 Audi RS6 (C5) 4.2 biturbo V8
• 2002–2011 Volkswagen Phaeton (Typ 3D)

See also

• List of ZF transmissions

References

1. "ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 12 September 2003.
2. "ZF Parts Catalog" (PDF). zf.com. Archived from the original on 2012-09-06.