ZF 5HP transmission

5HP 18 · 5HP 19 · 5HP 30 · 5HP 24
5HP 18 · 5HP 19 · 5HP 30 · 5HP 24
Overview
Manufacturer	ZF Friedrichshafen
Production	1990–2008
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.

ManufacturerZF Friedrichshafen

Production1990–2008

Modelyears1991–2008

Class5-Speed longitudinal automatic transmission

Quick facts 5HP 18 · 5HP 19 · 5HP 30 · 5HP 24, Overview ...

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Model	First Deliv- ery	Gear						Total Span			Avg. Step	Components		Nomenclature
Model	First Deliv- ery	R	1	2	3	4	5	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	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	3 Gearsets 3 Brakes 3 Clutches	1.800				24 mm

[a] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage [b] Forward gears only [c] Hydraulic torque converter · German: Hydraulischer Wandler oder Drehmomentwandler [d] Planetary gearing · German: Planetenradsätze

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

5HP 18/19 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 ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ · ${\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

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	Progress^[b]	3	1	1	1
Relative Δ	0.250 ${\tfrac {1}{4}}$	0.583^[b] ${\tfrac {1}{4}}:{\tfrac {3}{7}}={\tfrac {1}{4}}$ · ${\tfrac {7}{3}}={\tfrac {7}{12}}$	0.429 ${\tfrac {3}{7}}$	0.500 ${\tfrac {1}{2}}$	0.500 ${\tfrac {1}{2}}$	0.333 ${\tfrac {1}{3}}$

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	Progress^[b]	0	0	-1	1
Relative Δ	0.250 ${\tfrac {1}{4}}$	∞^[b] ${\tfrac {1}{4}}:{\tfrac {0}{10}}={\tfrac {1}{4}}$ · ${\tfrac {10}{0}}={\tfrac {10}{0}}$	0.000 ${\tfrac {0}{10}}$	0.000 ${\tfrac {0}{3}}$	−0.250 ${\tfrac {-1}{4}}$	0.333 ${\tfrac {1}{3}}$

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	Market Position^[b]	3	1	0	2
Relative Δ	0.667 ${\tfrac {2}{3}}$	1.556^[b] ${\tfrac {2}{3}}:{\tfrac {3}{7}}={\tfrac {2}{3}}$ · ${\tfrac {7}{3}}={\tfrac {14}{9}}$	0.429 ${\tfrac {3}{7}}$	0.500 ${\tfrac {1}{2}}$	0.000 ${\tfrac {0}{3}}$	1.000 ${\tfrac {2}{2}}$

[a] 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 [b] 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) [c] Direct predecessor To reflect the progress of the specific model change [d] plus 1 reverse gear [e] of which 2 gearsets are combined as a compound Ravigneaux gearset [f] 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

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]	Brakes Clutches	Ratio Span	Gear Step^[p]
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^[p]	$-{\frac {i_{R}}{i_{1}}}$ ^[q]		${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$ ^[r]	${\frac {i_{2}}{i_{3}}}$	${\frac {i_{3}}{i_{4}}}$	${\frac {i_{4}}{i_{5}}}$
Δ Step^[s]^[t]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
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^[u]	$0-{\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$
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]

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
5HP 18	310 N⋅m (229 lb⋅ft) 1990	38 34^[v]	34 98	32 76	3 4	4.9363 4.9363 ^[g]^[q]	1.4906 ^[p]
Gear	R		1	2	3	4	5
Gear Ratio^[b]	−4.0960 ^[q]^[g] $-{\tfrac {1,323}{323}}$		3.6648 ${\tfrac {1,323}{361}}$	1.9990 ^[r] ${\tfrac {7,938}{3,971}}$	1.4067 ^[p]^[t]^[u] ${\tfrac {294}{209}}$	1.0000 ${\tfrac {1}{1}}$	0.7424 ${\tfrac {49}{66}}$
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 $\eta _{n}$ ^[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
5HP 19	325 N⋅m (240 lb⋅ft) 1997	38 34^[v]	34 98	32 76	3 4	4.9363 4.9363 ^[g]^[q]	1.4906 ^[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]	$i_{R}=-{\frac {R_{2}(S_{3}+R_{3})}{S_{2}R_{3}}}$			$i_{1}={\frac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}S_{2}R_{3}}}$
Gear Ratio^[b] R & 1 Ordinary^[ad] Elementary Noted^[ae]	$i_{R}=-{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$			$i_{1}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}\left(1+{\tfrac {S_{3}}{R_{3}}}\right)$

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

Gear Ratio^[b] 4 & 5 Ordinary^[ad] Elementary Noted^[ae]	$i_{4}={\frac {1}{1}}$			$i_{5}={\frac {R_{2}}{S_{2}+R_{2}}}$
Gear Ratio^[b] 4 & 5 Ordinary^[ad] Elementary Noted^[ae]	$i_{4}={\frac {1}{1}}$			$i_{5}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}$
Kinetic ratios: torque conversion
Torque Ratio^[c] R & 1	$\mu _{R}=-{\tfrac {R_{2}}{S_{2}}}\eta _{0}\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$			$\mu _{1}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)$

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

Torque Ratio^[c] 4 & 5	$\mu _{4}={\tfrac {1}{1}}$			$\mu _{5}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}$

[a] 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 [b] 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 $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$ [c] 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 $0\leq \eta _{n;\eta _{0}}\leq 1$ [d] 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) [e] 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 [f] 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 [g] 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 [h] 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 [i] 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 [j] Sun 1: sun gear of gearset 1: inner Ravigneaux gearset [k] Ring 1: ring gear of gearset 1: inner Ravigneaux gearset [l] Sun 2: sun gear of gearset 2: outer Ravigneaux gearset [m] Ring 2: ring gear of gearset 2: outer Ravigneaux gearset [n] Sun 3: sun gear of gearset 3 [o] Ring 3: ring gear of gearset 3 [p] 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) [q] 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 ratio/total transmission ratio) effective [r] 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) [s] From large to small gears (from right to left) [t] 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) [u] 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) [v] inner and outer sun gears of the Ravigneaux planetary gearset are inverted [w] Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset) [x] Blocks C₁/C₂ (the common carrier of the compound Ravigneaux gearset) [y] Blocks S₃ [z] Couples S₁ (sun of the inner Ravigneaux gearset) with the input (turbine) [aa] Couples R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset) with the input (turbine) [ab] Connects C₁/C₂ (the common carrier of the compound Ravigneaux gearset) with the input (turbine) [ac] Couples S₃ with R₃ [ad] Ordinary noted For direct determination of the gear ratio [ae] 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

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

5HP 30/24 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 ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ · ${\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

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	Progress^[b]	2	1	1	0
Relative Δ	0.250 ${\tfrac {1}{4}}$	0.875^[b] ${\tfrac {1}{4}}:{\tfrac {2}{7}}={\tfrac {1}{4}}$ · ${\tfrac {7}{2}}={\tfrac {7}{8}}$	0.286 ${\tfrac {2}{7}}$	0.500 ${\tfrac {1}{2}}$	0.500 ${\tfrac {1}{2}}$	0.000 ${\tfrac {0}{3}}$

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	Progress^[b]	-1	0	-1	0
Relative Δ	0.250 ${\tfrac {1}{4}}$	−2.500^[b] ${\tfrac {1}{4}}:{\tfrac {-1}{10}}={\tfrac {1}{4}}$ · ${\tfrac {10}{-1}}={\tfrac {10}{-4}}$	−0.100 ${\tfrac {-1}{10}}$	0.000 ${\tfrac {0}{3}}$	−0.250 ${\tfrac {-1}{4}}$	0.000 ${\tfrac {0}{3}}$

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	Market Position^[b]	2	1	0	1
Relative Δ	0.667 ${\tfrac {2}{3}}$	2.333^[b] ${\tfrac {2}{3}}:{\tfrac {2}{7}}={\tfrac {2}{3}}$ · ${\tfrac {7}{2}}={\tfrac {7}{3}}$	0.286 ${\tfrac {2}{7}}$	0.500 ${\tfrac {1}{2}}$	0.000 ${\tfrac {0}{3}}$	0.500 ${\tfrac {1}{2}}$

[a] 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 [b] 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) [c] Direct predecessor To reflect the progress of the specific model change [d] plus 1 reverse gear [e] of which 2 gearsets are combined as a compound Ravigneaux gearset [f] 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

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	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]	Brakes Clutches	Ratio Span	Gear Step^[p]
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^[p]	$-{\frac {i_{R}}{i_{1}}}$ ^[q]		${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$ ^[r]	${\frac {i_{2}}{i_{3}}}$	${\frac {i_{3}}{i_{4}}}$	${\frac {i_{4}}{i_{5}}}$
Δ Step^[s]^[t]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$
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^[u]	$0-{\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$
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]

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
5HP 30	560 N⋅m (413 lb⋅ft) 1992	40 100	32 108	38 97	3 3	4.5169 4.5169 ^[g]^[q]	1.4578 ^[p]
Gear	R		1	2	3	4	5
Gear Ratio^[b]	−3.6842 $-{\tfrac {70}{19}}$		3.5526 ${\tfrac {135}{38}}$	2.2436 ${\tfrac {175}{78}}$	1.5449 ^[p]^[t] ${\tfrac {275}{178}}$	1.0000 ^[p] ${\tfrac {1}{1}}$	0.7865 ^[u] ${\tfrac {70}{89}}$
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 $\eta _{n}$ ^[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
5HP 24	440 N⋅m (325 lb⋅ft) 1996	36 93	32 100	35 90	3 3	4.4435 4.4435 ^[g]^[q]	1.4519^[p]
Gear	R		1	2	3	4	5
Gear Ratio^[b]	−4.0952^[q]^[g] $-{\tfrac {86}{21}}$		3.5714 ${\tfrac {25}{7}}$	2.2000 ${\tfrac {11}{5}}$	1.5047^[t] ${\tfrac {161}{107}}$	1.0000^[p] ${\tfrac {1}{1}}$	0.8037^[u] ${\tfrac {86}{107}}$
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 $\eta _{n}$ ^[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]	$i_{R}=-{\frac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{2}S_{3}}}$			$i_{2}={\frac {(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}R_{3}+S_{3}(S_{2}+R_{2})}}$
Gear Ratio^[b] R & 2 Ordinary^[ab] Elementary Noted^[ac]	$i_{R}=-{\tfrac {S_{2}}{R_{2}}}\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)$			$i_{2}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{3}}{S_{3}}}}}+{\tfrac {1}{\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)}}}}$

Gear Ratio^[b] 1 & 5 Ordinary^[ab] Elementary Noted^[ac]	$i_{1}={\frac {S_{3}+R_{3}}{S_{3}}}$		$i_{5}={\frac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}$
Gear Ratio^[b] 1 & 5 Ordinary^[ab] Elementary Noted^[ac]	$i_{1}=1+{\tfrac {R_{3}}{S_{3}}}$		$i_{5}={\tfrac {1}{1+{\tfrac {\tfrac {R_{2}}{S_{2}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}$

Gear Ratio^[b] 3 & 4 Ordinary^[ab] Elementary Noted^[ac]	$i_{3}={\frac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}$					$i_{4}={\frac {1}{1}}$
Gear Ratio^[b] 3 & 4 Ordinary^[ab] Elementary Noted^[ac]	$i_{3}={\tfrac {1}{{\tfrac {1}{{\tfrac {1}{1+{\tfrac {S_{1}}{R_{1}}}}}+{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{2}}{R_{2}}}\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}$					$i_{4}={\frac {1}{1}}$
Kinetic ratios: torque conversion
Torque Ratio^[c] R & 1	$\mu _{R}=-{\tfrac {S_{2}}{R_{2}}}\eta _{0}\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)$				$\mu _{1}=1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}$

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

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

[a] 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 [b] 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 $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$ [c] 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 $0\leq \eta _{n;\eta _{0}}\leq 1$ [d] 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) [e] 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 [f] 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 [g] 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 [h] 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 [i] 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 [j] Sun 1: sun gear of gearset 1 [k] Ring 1: ring gear of gearset 1 [l] Sun 2: sun gear of gearset 2 [m] Ring 2: ring gear of gearset 2 [n] Sun 3: sun gear of gearset 3 [o] Ring 3: ring gear of gearset 3 [p] 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) [q] 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 ratio/total transmission ratio) effective [r] 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) [s] From large to small gears (from right to left) [t] 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) [u] 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) [v] Blocks S₁ [w] Blocks C₁ [x] Blocks R₃ [y] Connects S₂ and S₃ with the input (turbine) [z] Connects R₁ with the input (turbine) [aa] Connects C₁ with the input (turbine) [ab] Ordinary Noted For direct determination of the gear ratio [ac] 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

ZF 5HP transmission

Key data

1990: 5HP 18 & 1997: 5HP 19 — Ravigneaux planetary gearset types —

History

Planetary gearset concept

Improved fuel economy

Increased manufacturing complexity

Quality

1992: 5HP 30 & 1996: 5HP 24 — Simpson planetary gearset types —

History

Planetary gearset concept

Improved fuel economy

Reduced manufacturing complexity

Quality

Applications

See also

References

Related Articles

Timelines

Top Qs

Fact Checks

Model	Car Model^[a]

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux planetary gearset types^[1]
5HP 18^[b]	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^[c]	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 1998–2000 BMW E39 — 520i M52TUB20 1998–2000 BMW E39 — 523i M52TUB25 1998–2000 BMW E39 — 528i M52TUB28 2000–2004 BMW E39 — 520i M54B22 2000–2004 BMW E39 — 525i M54B25 2000–2004 BMW E39 — 530i M54B30 2002–2005 BMW E85 — Z4 (M54 engine)
5HP 19FL^[d]	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^[e]	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
5HP 19HL^[f]	1998–2003 Porsche 911 Carrera 996 3.4 2002–2003 Porsche 911 Targa 996 3.6
5HP 19HLA^[g]	1999–2003 Porsche 911 Carrera 996 3.6 1999–2003 Porsche 911 Carrera 4S 996 3.6^[h] 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^[1]
5HP 30^[i]	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^[j]	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^[k]	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)

[a] w/o any claim of completeness [b] 5HP 18 introduced in MY 1991 on the BMW E36 320i/325i and E34 5 Series Maximum input torque: 310 N⋅m (229 lb⋅ft) Weight: ~75 kg (165 lb) Oil capacity: ~10.5 L (11.1 US qt) [c] 5HP 19 Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Porsche, and Volkswagen Passenger Cars longitudinal engine, rear wheel drive Maximum input torque: 300 N⋅m (221 lb⋅ft) Weight: ~79 kg (174 lb) Oil capacity: ~9.2 L (9.7 US qt) [d] 5HP 19FL Volkswagen Group — longitudinal engine transaxle, front-wheel drive [e] 5HP 19FLA Volkswagen Group — longitudinal engine, transaxle permanent four-wheel drive 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 [f] 5HP 19HL Porsche — longitudinal engine rear engine transaxle [g] 5HP 19HLA Porsche — longitudinal engine rear engine transaxle [h] 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] [i] 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 Maximum input torque: 560 N⋅m (413 lb⋅ft) Weight: ~109 kg (240 lb) Oil capacity: ~13.5 L (14.3 US qt) [j] 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 Maximum input torque: 440 N⋅m (325 lb⋅ft) Weight: ~95 kg (209 lb) Oil capacity: ~9.9 L (10.5 US qt) [k] 5HP 24A Four-wheel drive version used in Audi (quattro) and Volkswagen Passenger Cars (4motion) marques of the Volkswagen Group Maximum input torque: 430 N⋅m (317 lb⋅ft) Weight: ~142 kg (313 lb) Oil capacity: ~11 L (11.6 US qt)