List of ZF transmissions

4-speed longitudinal

• S4-12 – Lotus Elite type 14 (optional), Autocars/Reliant Sabra sports
• S4-18 – Bedford Van, Opel Blitz Van, Volvo C303 (TGB11), Volvo C304 (TGB13)
• 4 DS-10 – Transaxle as fitted to the Hanomag F20-F36 and Mercedes L206/L306/L307 FWD Vans
• 4 DS-10/2 – Transaxle as fitted to the Hanomag F20-F36 and Mercedes L206/L306/L307 FWD Vans

5-speed longitudinal

• 5 DS 25 – transaxle as fitted to the Ford GT40 MK1^[1] and MK3,^[2] De Tomaso Mangusta, De Tomaso Pantera, Maserati Bora, Abarth SE030, Lancia 037, BMW M1, Michelotti Pura
• S5D 310Z – as fitted to the BMW E36 M3 3.0^[3]
• S5D 320Z – as fitted to the BMW E36 328i^[4]
• S5-16 - 1984-1991 BMW E30 318i, 320i
• S5-17 - Alvis TD 21, Alvis TE 21, Alvis TF 21, Maserati 3500GT (S5-17-2), Maserati Sebring I and II, Maserati Quattroporte I, Maserati Mistral
• S5-18 – Alfa Romeo Alfa 6, BMW 2002 turbo, Fiat Dino, Fiat 130, Maserati Biturbo, Maserati Quattroporte, Opel Kadett C GTE, Talbot Sunbeam Lotus, Renault Master van
• S5-20 – Maserati Mistral, Maserati Sebring, Maserati Mexico, Maserati Quattroporte I, Mercedes-Benz W112 and Mercedes-Benz W113
• S5-325 – Aston Martin DB5 DB6, Maserati Ghibli, Iso
• S5-24 – 1967–1990 Aston Martin DBS, Maserati Quattroporte III
• S5-31 – 1990–2006
• S5-39 – BMW 3 Series (E46), BMW 5 Series (E39), BMW 7 Series (E38), BMW X5 (E53)
• S5-42 – 1987–1995 (Ford F-250 and F-350 Pickups, F-Super Duty Chassis-Cab Truck)
• S5-47 – 1995–1997 (Ford F-250 and F-350 Pickups, F-Super Duty Chassis-Cab Truck)

6-speed longitudinal

• S6-37 – 1998–2015 (BMW 3 Series (E46), 4 Series, 5 Series, 6 Series)
• S6-40 – 1989–1996 (Aston Martin Vantage V550, Lotus Carlton/Omega, Chevrolet Corvette, VN Holden Commodore SS Group A)
• S6-45 – (Jaguar F-Type V6, BMW 135i/235i/335i)
• S6-53 – 1999–Present – (Alfa Romeo Giulia Quadrifoglio, Jaguar S-Type Diesel, Land Rover Discovery 3/4, BMW 5 series E60 530d)
• S6-650 – 1999–2010 (Ford F-Series Super Duty pickup Trucks, GM 2500HD & 3500 pickup trucks)

7-speed longitudinal

• S7-45 – 2011–Present (Porsche 911 applications)

Nomenclature

Specifications

More information , ...

3- to 9-speed longitudinal and transverse

Model Gener- ation[a]	Version	Pro- duction Period	Engine Orien- tation	Gear Ratios[b]			Span	Layout		Cou- pling	Control
				${\displaystyle i_{1}}$ ${\displaystyle i_{R}}$	${\displaystyle i_{n}}$ Avg. Step[c]	Count[d] Gear- sets[e]	Nomi- nal[f] Effec- tive[g]	Power Flow[h] Cost Ratio[h]	Brakes Clutches
3HP 12	20 kg⋅m (196 N⋅m; 145 lb⋅ft)	1965 – 1977	Longitudinal	2.5600 −2.0000	1.0000 1.6000	3 2	2.5600 2.0000	S 2.0000	2 2	Torque converter	Hydraulic
3HP 12	TBD	1965 – 1977	Longitudinal	2.2857 −2.0000	1.0000 1.5119	3 2	2.2857 2.0000	S 2.0000	2 2	Torque converter	Hydraulic
3HP 20	TBD	1967 –	Longitudinal	TBD TBD	1.0000 TBD	3 2	TBD	S 2.0000	2 2	Torque converter	Hydraulic
3HP 22	TBD	1973 – 1990	Longitudinal	2.7331 −2.0857	1.0000 1.6532	3 2	2.7331 2.0857	S 2.3333	3 2	Torque converter	Hydraulic
3HP 22	30 kg⋅m (294 N⋅m; 217 lb⋅ft)	1973 – 1990	Longitudinal	2.4795 −2.0857	1.0000 1.5746	3 2	2.4795 2.0857	S 2.3333	3 2	Torque converter	Hydraulic
4HP 22	380 N⋅m (280 lb⋅ft)	1980 – 2003	Longitudinal	2.7331 −2.0857	0.7281 1.5541	4 3	3.7539 2.8647	S 2.5000	4 3	Torque converter w/ lockup	Hydraulic
4HP 22	380 N⋅m (280 lb⋅ft)	1980 – 2003	Longitudinal	2.4795 −2.0857	0.7281 1.5045	4 3	3.4055 2.8647	S 2.5000	4 3	Torque converter w/ lockup	Hydraulic
4HP 18FL[i] 4HP 18Q[j]	350 N⋅m (258 lb⋅ft)	1984 – 1998	Longitudinal Transverse	2.5789 −2.8824	0.7424 1.5145	4 3	3.4737 3.4737	S 2.0000	2 3	Torque converter w/ lockup	Hydraulic
4HP 14	TBD	1987 – 2001	Transverse	2.4118 −2.8276	0.7387 1.4835	4 3	3.2647 3.2647	S 2.0000	2 3	Torque converter	Hydraulic
4HP 24	400 N⋅m (295 lb⋅ft)	1987 – 2004	Longitudinal	2.7331 −2.0857	0.7281 1.5541	4 3	3.7539 2.8647	S 2.0000	4 3	Torque converter w/ lockup	Hydraulic
4HP 24	400 N⋅m (295 lb⋅ft)	1987 – 2004	Longitudinal	2.4795 −2.0857	0.7281 1.5045	4 3	3.4055 2.8647	S 2.5000	4 3	Torque converter w/ lockup	Hydraulic
4HP 20	TBD	1995 –	Transverse	TBD TBD	TBD TBD	4 3	TBD	S 2.0000	2 3	Torque converter	Hydraulic
4HP 16	TBD	2004 – 2008	Transverse	TBD TBD	TBD TBD	4 3	TBD	S 2.0000	2 3	Torque converter	Hydraulic
5HP 18	310 N⋅m (229 lb⋅ft)	1990 – 1997	Longitudinal	3.6648 −4.0960	0.7424 1.4906	5 3	4.9363 4.9363	S 2.0000	3 4	Torque converter w/ lockup	Electronic
5HP 19	325 N⋅m (240 lb⋅ft)	1997 – 2002
5HP 30	560 N⋅m (413 lb⋅ft)	1992 – 2000	Longitudinal	3.5526 −3.6842	0.7865 1.4578	5 3	4.5169 4.5169	P & S 1.8000	3 3	Torque converter w/ lockup	Electronic
5HP 24	440 N⋅m (325 lb⋅ft)	1996 – 2002	Longitudinal	3.5714 −4.0952	0.8037 1.4519	5 3	4.4435 4.4435	P & S 1.8000	3 3	Torque converter w/ lockup	Electronic
6HP 26 1st[k]	600 N⋅m (443 lb⋅ft)	2000 – 2007	Longitudinal	4.1708 −3.4025	0.6911 1.4327	6 3	6.0354 4.9236	P & S 1.3333	2 3	Torque converter w/ lockup	Electronic
6HP 19 1st[k]	350 N⋅m (258 lb⋅ft)
6HP 32 1st[k]	750 N⋅m (553 lb⋅ft)
6HP 28 2nd[k][5]	600 N⋅m (443 lb⋅ft)	2007 – 2014	Longitudinal	4.1708 −3.4025	0.6911 1.4327	6 3	6.0354 4.9236	P & S 1.3333	2 3	Torque converter w/ lockup	Electronic
6HP 21 2nd[k]	350 N⋅m (258 lb⋅ft)
6HP 34 2nd[k][l]	750 N⋅m (553 lb⋅ft)
CFT 23 [A]	230 N⋅m (170 lb⋅ft)	2003 – 2007	Transverse	2.42 −2.42	0.42 1.000 (CVT)	∞ (CVT)	5.762 5.762	S 1	— —	Torque converter w/ lockup	Electronic
CFT 30 [m][B]	310 N⋅m (229 lb⋅ft)	2004 – 2007	Transverse	2.47 −2.47	0.42 1.000 (CVT)	∞ (CVT)	5.881 5.881	S 1	— —	Torque converter w/ lockup	Electronic
7DT-45 [n]	500 N⋅m (369 lb⋅ft)	2009 –	Longitudinal RR	3.91 −3.55	0.62 1.359	7 7	6.306 5.726	S 7[o]	— —	Dual- Clutch	Electronic
7DT-70 [p]	780 N⋅m (575 lb⋅ft)	2010 –
7DT-75 [q]	750 N⋅m (553 lb⋅ft)	2010 –	Longitudinal	5.97 −4.57	0.59 1.471	7 7	10.119 7.746	S 7[o]	— —	Dual- clutch	Electronic
8DT-80 [r]	1,000 N⋅m (738 lb⋅ft)	2016 –	Longitudinal	5.966 −5.220	0.534 1.412	8 8	11.172 9.775	S 8[o]	— —	Dual- Clutch	Electronic
8DT-55 [s]	600 N⋅m (443 lb⋅ft)	2019 –	Longitudinal RR	4.89 −3.99	0.61 1.346	8 8	8.016 6.541	S 8[o]	— —	Dual- Clutch	Electronic
8HP 70 Pilot [22][23]	700 N⋅m (516 lb⋅ft)	2008 – 2011	Longitudinal	4.6957 −3.2968	0.6667 1.3216	8 4	7.0435 4.9452	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 30 1st	300 N⋅m (221 lb⋅ft)	2010 – 2015	Longitudinal	4.7143 −3.2952	0.6667 1.3224	8 4	7.0714 4.9429	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 45 1st	450 N⋅m (332 lb⋅ft)
8HP 55 1st	650 N⋅m (479 lb⋅ft)	2010 –	Longitudinal	4.7143 −3.3168	0.6667 1.3224	8 4	7.0714 4.9752	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 65 1st	650 N⋅m (479 lb⋅ft)	2010 –
8HP 70 1st	700 N⋅m (516 lb⋅ft)	2010 – 2015
8HP 90 1st	900 N⋅m (664 lb⋅ft) [t]	2010 – 2015
8HP 75/I 2nd[24]	740 N⋅m (546 lb⋅ft)	2014 – 2018	Longitudinal	4.7143 −3.3168	0.6667 1.3224	8 4	7.0714 4.9752	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 30 2nd[24]	300 N⋅m (221 lb⋅ft)	2014 – 2019	Longitudinal	5.0000 −3.4560	0.6400 1.3413	8 4	7.8125 5.4000	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 50 2nd[24]	500 N⋅m (369 lb⋅ft)
8HP 75/II 2nd[24]	740 N⋅m (546 lb⋅ft)	2014 – 2019	Longitudinal	5.0000 −3.4783	0.6400 1.3413	8 4	7.8125 5.4348	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 95 2nd[24]	900 N⋅m (664 lb⋅ft) [t]	2014 – Present
8P 45R [u]	450 N⋅m (332 lb⋅ft)	2016 – Present	Longitudinal	TBD TBD	TBD 1.2275	8 4	TBD 4.2000	P & S 1.1250	2 3	integrated	Electronic
9HP 28 [26][27] [28]	280 N⋅m (207 lb⋅ft)	2013 – Present	Transverse	4.7001 −3.8049	0.4792 1.3303	9 4	9.8085 7.9402	P & S 1.1111	3 3	Torque converter w/ lockup	Electronic
9HP 48 [26][27] [28]	480 N⋅m (354 lb⋅ft)
Automatic transmissions with components for hybrid drive on request
8HP 76/I 3rd	900 N⋅m (664 lb⋅ft) [t]	2018 – Present	Longitudinal	5.0000 −3.4783	0.6400 1.3413	8 4	7.8125 5.4348	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 30 3rd	300 N⋅m (221 lb⋅ft)	2018 – Present	Longitudinal	5.2500 −3.7120	0.6400 1.3507	8 4	8.2031 5.8000	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 51 3rd	500 N⋅m (369 lb⋅ft)
8HP 76/II 3rd	750 N⋅m (553 lb⋅ft)	2018 – Present	Longitudinal	5.5000 −3.9930	0.6400 1.3597	8 4	8.5938 6.2391	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
Automatic transmissions with integrated, versatile component system for hybrid drive
8HP 100 4th[v]	1,000 N⋅m (738 lb⋅ft)	2022 – Present	Longitudinal	5.0000 −3.9680	0.6400 1.3413	8 4	7.8125 6.2000	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8HP 80 4th[w]	800 N⋅m (590 lb⋅ft)	2022 – Present	Longitudinal	5.5000 −4.5440	0.6400 1.3597	8 4	8.5938 7.1000	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
[a] for the applications refer to the individual pages [b] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Nomenclature With ${\displaystyle n=}$ gear is ${\displaystyle i_{n}=}$ gear ratio or transmission ratio ${\displaystyle \omega _{1;n}=\omega _{t}=}$ shaft speed shaft 1: input (turbine) shaft ${\displaystyle \omega _{2;n}=}$ shaft speed shaft 2: output shaft [c] 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 [d] plus 1 reverse gear (unless otherwise specified) [e] Epicyclic gearing (unless otherwise specified) [f] Total ratio span (total gear ratio/total transmission ratio) nominal ${\displaystyle {\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer [g] Total ratio span (total gear ratio/total transmission ratio) effective ${\displaystyle {\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear Digression Reverse gear is usually longer than 1st gear the effective span is therefore of central importance for describing the suitability of a transmission because in these cases, the nominal spread conveys a misleading picture which is only unproblematic for vehicles with high specific power Market participants Manufacturers naturally have no interest in specifying the effective span Users have not yet formulated the practical benefits that the effective span has for them The effective span has not yet played a role in research and teaching Contrary to its significance the effective span has therefore not yet been able to establish itself either in theory or in practice. End of digression [h] 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 [i] 4HP 18FL: Front-wheel drive · FL: front longitudinal (German: front längs) [j] 4HP 18Q: Front-wheel drive · Q: transverse (German: quer), without additional F, as transverse installation only occurs with front-wheel drive (even as part of all-wheel drive) [k] 6HP: Lepelletier gear mechanism [l] 6HP 34: planned, but never went into production[6] [m] CFT 30: Ford Motor Company 2005 – 2007 Ford Five Hundred 2005 – 2007 Mercury Montego 2005 – 2007 Ford Freestyle [n] 7DT-45: Porsche PDK (Porsche dual-clutch gearbox · German: Porsche Doppelkupplungsgetriebe)[8][9][10][C] 2009 Porsche 911 Carrera[10][11][12] 2009 Porsche 997 Carrera and Carrera S[13][14][15] 2009 Porsche Cayman[9] 2009 Porsche Boxster[9] See also: https://newsroom.porsche.com/en_US/media-resources/technical-specifications.html [o] helical gear [p] 7DT-70: Porsche PDK (Porsche dual-clutch gearbox · German: Porsche Doppelkupplungsgetriebe)[D] 2010 Porsche 911 Turbo[9][16] [q] 7DT-75: Porsche PDK (Porsche dual-clutch gearbox · German: Porsche Doppelkupplungsgetriebe)[E] 2009 Porsche Panamera[9][16] [r] 8DT-80: Porsche PDK (Porsche dual-clutch gearbox · German: Porsche Doppelkupplungsgetriebe)[17][F] 2016 Porsche Panamera[18] 2018 Bentley Continental GT[19] 2019 Aston Martin Valhalla V6 Hybrid Limited Edition [s] 8DT-55: Porsche PDK (Porsche dual-clutch gearbox · German: Porsche Doppelkupplungsgetriebe)[17][G] 2020 Porsche 911 Carrera S Cabriolet (8th gear missing)[20] 2020 Porsche 911 Carrera S[21] [t] 8HP: 900 N⋅m (664 lb⋅ft) Otto (petrol) engines · 1,000 N⋅m (738 lb⋅ft) Diesel engines [u] 8P 45R: developed for racing cars[25] [v] 8HP 100: narrow total ratio span · preferebly for Otto (petrol) engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022[29][30] The all-new BMW M5 · Market launch June 2024[31][32] [w] 8HP 80: wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series · Market launch 2022/2023[33][34] Alpina XB7 AWD · Technical Data[35]

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8-speed PowerLine series

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PowerLine specifications

Model Gener- ation	Version	Pro- duction Period	Engine Orien- tation	Gear Ratios[a]			Span	Layout		Cou- pling	Control
				${\displaystyle i_{1}}$ ${\displaystyle i_{R}}$	${\displaystyle i_{n}}$ Avg. Step[b]	Count[c] Gear- sets[d]	Nomi- nal[e] Effec- tive[f]	Power Flow[g] Cost Ratio[g]	Brakes Clutches
8AP 600 T[h]	600 N⋅m (443 lb⋅ft)	2017 – Present	Longitudinal	4.8889 −4.2501	0.6389 1.3374	8 4	7.6522 6.6523	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
8AP 800 T[h]	800 N⋅m (590 lb⋅ft)
8AP 1000 T[h]	1,000 N⋅m (738 lb⋅ft)
8AP 1200 T[h]	1,200 N⋅m (885 lb⋅ft)[i]
8AP 1200 S[j]	1,200 N⋅m (885 lb⋅ft)[i]	2017 – Present	Longitudinal	4.8889 −3.7569	0.6389 1.3374	8 4	7.6522 5.8803	P & S 1.1250	2 3	Torque converter w/ lockup	Electronic
[a] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Nomenclature With ${\displaystyle n=}$ gear is ${\displaystyle i_{n}=}$ gear ratio or transmission ratio ${\displaystyle \omega _{1;n}=\omega _{t}=}$ shaft speed shaft 1: input (turbine) shaft ${\displaystyle \omega _{2;n}=}$ shaft speed shaft 2: output shaft [b] 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 [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 ${\displaystyle {\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}}$ 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 [f] Total ratio span (total gear ratio/total transmission ratio) effective ${\displaystyle {\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear Digression Reverse gear is usually longer than 1st gear the effective span is therefore of central importance for describing the suitability of a transmission because in these cases, the nominal spread conveys a misleading picture which is only unproblematic for vehicles with high specific power Market participants Manufacturers naturally have no interest in specifying the effective span Users have not yet formulated the practical benefits that the effective span has for them The effective span has not yet played a role in research and teaching Contrary to its significance the effective span has therefore not yet been able to establish itself either in theory or in practice. End of digression [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] Automatic Powershift Transmission for Trucks[42] [i] higher torque on demand[43] [j] Automatic Powershift Transmission for Special Vehicles[44][45]

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12-speed AMT

• AS Tronic – automated manual (AMT) with Hydraulic Retarder – 1997–^[46]