List of Mercedes-Benz transmissions

Mercedes-Benz is a German automotive brand that was founded in 1926. It is part of the Mercedes-Benz Group AG, 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.

Trade- mark Name	Model	Type	Version	Pro- duction Period	Engine Orien- tation	Gear Ratios^[a]			Span	Layout		Cou- pling	Control	Mount
Trade- mark Name	Model	Type	Version	Pro- duction Period	Engine Orien- tation	$i_{1}$ $i_{R}$	$i_{n}$ Avg. Step^[b]	Count^[c] Gear- sets^[d]	Nomi- nal^[e] Effec- tive^[f]	Power Flow^[g] Cost Ratio^[g]	Brakes Clutches	Cou- pling	Control	Mount

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
N/A	K4A 040	722.2	40 kg⋅m (392 N⋅m; 289 lb⋅ft)	1969 – 1971	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
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 2.0000	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
4G-Tronic ^[l]	W4A 028 ^[n]^[4]	722.3	28 kg⋅m (275 N⋅m; 203 lb⋅ft)	1990 – 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
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	5 4	5.1609 5.1609	S 2.2000	4 3	Torque Converter	H + E ^[o]	6-Bolt

5G-Tronic ^[l]	W5A 280^[p]	722.6 NAG 1 ^[q]	280 N⋅m (207 lb⋅ft)	TBD	Longitudinal ^[m]	3.9319 −3.1002	0.8305 1.4751	5^[r] 3	4.7345 3.7331	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
	W5A 300^[s]		300 N⋅m (221 lb⋅ft)	TBD
	W5A 330^[t]		330 N⋅m (243 lb⋅ft)	1996 – 2016
5G-Tronic ^[l]	W5A 400^[u]	722.6 NAG 1 ^[q]	400 N⋅m (295 lb⋅ft)	TBD	Longitudinal ^[m]	3.5876 −3.1605	0.8314 1.4413	5^[r] 3	4.3152 3.8015	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
	W5A 580^[v]		580 N⋅m (428 lb⋅ft)	1996 – 2014
	W5A 900^[w]		900 N⋅m (664 lb⋅ft)	1996 – 2014
5G-Tronic ^[l]	W5A 330^[x]	722.6 NAG 1 ^[q]	330 N⋅m (243 lb⋅ft)	2004 – 2018	Longitudinal	3.9510 −3.1473	0.8331 1.4757	5^[r]	4.7425 3.7777	P & S 1.8000	3 3	Torque Converter w/ Lockup	Electronic
5G-Tronic ^[l]	W5A 580^[y]	722.6 NAG 1 ^[q]	580 N⋅m (428 lb⋅ft)	2004 – 2018	Longitudinal	3.5951 −3.1671	0.8309 1.4422	5^[r] 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^[z]	5.028 5.028	S —	0 6	Torque Converter w/ Lockup	Electronic

7G-Tronic ^[7]^[8]^[9]	W7A 400	722.9 NAG 2 ^[aa]	400 N⋅m (295 lb⋅ft)	2003 – 2020	Longitudinal ^[m]	4.3772 −3.4157	0.7276 1.3486	7^[r] 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 ^[ab]	800 N⋅m (590 lb⋅ft)	2009 –	Longitudinal Transaxle	3.397 −2.790	0.720 1.295	7 7^[z]	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^[z]	8.035 7.031	S —	0 7	Dual- Clutch	Electronic

9G-Tronic ^[11]	W9A 400	725.0 NAG 3 ^[ac]	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 ^[ac]	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^[z]	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 ^[ac]	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)

[a] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Nomenclature 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 [b] 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 [c] plus 1 reverse gear (unless otherwise specified) [d] Epicyclic gearing (unless otherwise specified) [e] Total ratio span (total gear ratio/total 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 [f] 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 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 [g] 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 [h] K4B 050: for the 6.3 L V8-engine M 100 of the 600 and 300 SEL 6.3 [i] W3A 050 reinforced (German: verstärkt): for the 6.8 L V8-engine M 100 of the 450 SEL 6.9^[C] [j] W4A 018: for light duty trucks and vans up to 5,600 kg (12,350 lb) and off-road vehicles^[D]^[E] [k] W4B 035: for medium duty trucks up to 13,000 kg (28,660 lb)^[E]^[F] [l] unofficial name given to the transmission by car enthusiasts [m] with all-wheel drive 4Matic on request [n] W4A 028: for off-road vehicles [o] Control Reverse gear and gears 1 – 4: Hydraulic Gear 5 (Overdrive): Electronic^[G] [p] W5A 280: for vans: Vito · Sprinter · Vario^[5]^[6] [q] NAG 1: First New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 1) introducing the all new combined parallel and serial power flow [r] plus 2 reverse gears [s] W5A 300: for SUV with 6 cylinder engines^[5]^[6] [t] W5A 330: for passenger cars with 4, 5 and 6 cylinder engines^[5]^[6] [u] W5A 400: for SUV with 8 cylinder engines^[5]^[6] [v] W5A 580: for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[5]^[6] [w] W5A 900: for cars with 8 and 12 cylinder turbocharged engines^[5]^[6] [x] W5A 330: for cars from Chrysler with 6 cylinder engines^[5]^[6] [y] W5A 580: for cars from Chrysler with 8 cylinder engines^[5]^[6] [z] helical gear [aa] NAG 2: Second New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 2) with parallel and serial power flow [ab] this robotic gearbox is only a modification of the Italian Getrag 7DCL 750 gearbox^[I] [ac] NAG 3: Third New Automatic Gearbox Generation (German: Neue Atomatikgetriebe-Generation 3) with parallel and serial power flow

List of Mercedes-Benz transmissions

Mercedes-Benz manual transmissions

Mercedes-Benz automatic transmissions

Notes

References

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