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ZF 8HP transmission
Motor vehicle

The ZF Friedrichshafen 8HP is an 8-speed automatic transmission featuring a hydraulic converter and planetary gearsets, tailored for longitudinal engine layouts. First produced in 2008 by ZF's subsidiary in Saarbrücken, Germany, it debuted in the BMW 7 Series (F01) 760Li with the V12 engine. Aside from BMW, Stellantis is a key user, manufacturing the transmission under the Torqueflite 8 name at their Kokomo Transmission plant since 2013. The joint venture plant in Gray Court, South Carolina opened in 2012. The 8HP set a new benchmark with its innovative gearset concept, also influencing the GM 8L transmission design.

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Specifications

2008: Pilot Series

The 8HP 70 transmission with the gearset 4 in 23-85-teeth-configuration was the pilot series and therefore without generation designation. It was first used in the BMW 7 Series (F01) 760Li, has a torque handling limit of 700 N⋅m (516 lb⋅ft), and weighs 87 kg (192 lb).7

2010: 1st Generation

In addition to the rear-wheel drive variant, two different four-wheel drive versions were available, with a version destined for Volkswagen Group applications using a Torsen centre differential.8 It is able to encompass a torque range from 300 N⋅m (221 lb⋅ft) to 1,000 N⋅m (738 lb⋅ft), and is available for use in middle-class cars through to large luxury sport utility vehicles.9

Since gearset 4 meshes in almost all gears up to and including 5th gear, large gear wheels are advantageous for durability. As the very high ratio 1st gear is formed exclusively by gearset 4, its sun gear is unusually small. For this reason, this gearset was enlarged by over 20 % when the 1st generation was introduced, even if this advantage had to be given up again immediately when the 2nd generation was introduced in order to increase the total span.

2014: 2nd Generation

Efficiency improvements over the pilot design and the first generation include a wider ratio span of 7.81, reduced drag torque from the shift elements, reduction in required oil pump pressure, and broadened use of the coasting and start-stop systems.10 ZF estimated fuel economy improvement over first generation to be 3 %. Refinements were also made with respect to vibration.

2018: 3rd Generation

Major improvements are total span of 8.59 and a fuel economy improvement of 2.5 % compared to the second generation. There are several options in maximum torque available, also the gearbox is available with mild hybrid and plug in hybrid options: With 15 kW (20 hp) and 200 N⋅m (148 lb⋅ft) supporting boosting and recuperation in combination with 48 Volt technology up to 90 kW (121 hp) and 250 N⋅m (184 lb⋅ft) for usage with higher voltage.11

2022: 4th Generation

Major improvement is the transition to a versatile modular system that allows vehicle manufacturers to comprehensively and flexibly electrify their models as required. Plug-in Hybrid options with up to 160 kW (215 hp) and 280 N⋅m (207 lb⋅ft) are capable of saving up to 70 % of carbon emissions compared with a purely conventional variant of the 8HP according to the Worldwide Harmonised Light Vehicles Test Procedure (WLTP).12 In addition, a modification to gearset 3 increased the reverse gear ratio, making it less disadvantageous. With this gearset concept, the already disadvantageously large step from 7th to 8th gear is further increased, albeit only slightly.

Progress Gearset Concept

Main Objectives

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). Compared to the 6-speed ZF 6HP transmission it uses 12 % less fuel, and 14 % less than a 5-speed transmission.1314 Due to changes in internal design, the shift times have reduced to 0.2 seconds; additionally, the unit brings the ability to shift in a non-sequential manner – going from gear 8 to gear 2 in extreme situations simply by changing one shift element (actuating brake B and releasing clutch D).15

Extent

In order to increase the number of ratios, ZF has abandoned the conventional design method of limiting themselves to pure in-line epicyclic gearing and extended it to a combination with parallel epicyclic gearing. This was only possible thanks to computer-aided design and has resulted in a globally patented gearset concept. 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 8HP has become the new reference standard (benchmark) for automatic transmissions.

Innovation Strength
WithAssessmentOutput:GearRatiosInnovationElasticity16Δ Output : Δ InputInput: Main Components
TotalGearsetsBrakesClutches
8HPRef. Object n O 1 {\displaystyle n_{O1}} n O 2 {\displaystyle n_{O2}} Topic17 n I = n G + {\displaystyle n_{I}=n_{G}+} n B + n C {\displaystyle n_{B}+n_{C}} n G 1 {\displaystyle n_{G1}} n G 2 {\displaystyle n_{G2}} n B 1 {\displaystyle n_{B1}} n B 2 {\displaystyle n_{B2}} n C 1 {\displaystyle n_{C1}} n C 2 {\displaystyle n_{C2}}
Δ Number n O 1 − n O 2 {\displaystyle n_{O1}-n_{O2}} n I 1 − n I 2 {\displaystyle n_{I1}-n_{I2}} n G 1 − n G 2 {\displaystyle n_{G1}-n_{G2}} n B 1 − n B 2 {\displaystyle n_{B1}-n_{B2}} n C 1 − n C 2 {\displaystyle n_{C1}-n_{C2}}
Relative ΔΔ Output n O 1 − n O 2 n O 2 {\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}} n O 1 − n O 2 n O 2 : n I 1 − n I 2 n I 2 {\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}} = n O 1 − n O 2 n O 2 {\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}} · n I 2 n I 1 − n I 2 < {\displaystyle {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}<} Δ Input n I 1 − n I 2 n I 2 {\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}} n G 1 − n G 2 n G 2 {\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}} n B 1 − n B 2 n B 2 {\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}} n C 1 − n C 2 n C 2 {\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}
8HP6HP18819620Progress219843222233
Δ Number21100
Relative Δ0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 2.66723 1 3 : 1 8 = 1 3 {\displaystyle {\tfrac {1}{3}}:{\tfrac {1}{8}}={\tfrac {1}{3}}} · 8 1 = 8 3 {\displaystyle {\tfrac {8}{1}}={\tfrac {8}{3}}} 0.125 1 8 {\displaystyle {\tfrac {1}{8}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 0.000 0 2 {\displaystyle {\tfrac {0}{2}}} 0.000 0 3 {\displaystyle {\tfrac {0}{3}}}
8HP3-Speed24825326Market Position2797422332
Δ Number522-11
Relative Δ1.667 5 3 {\displaystyle {\tfrac {5}{3}}} 5.83328 5 3 : 2 7 = 5 3 {\displaystyle {\tfrac {5}{3}}:{\tfrac {2}{7}}={\tfrac {5}{3}}} · 7 2 = 35 6 {\displaystyle {\tfrac {7}{2}}={\tfrac {35}{6}}} 0.286 2 7 {\displaystyle {\tfrac {2}{7}}} 1.000 1 1 {\displaystyle {\tfrac {1}{1}}} −0.333 − 1 3 {\displaystyle {\tfrac {-1}{3}}} 0.500 1 2 {\displaystyle {\tfrac {1}{2}}}

Quality Gearset Concept

The ratios of the 8 gears are relatively unevenly distributed in all versions. Particularly noticeable are the too small step between 3rd and 4th gear and the too large one between 7th and 8th gear. This cannot be eliminated without affecting all other gear ratios. On the other hand the selected gearset concept offers 2 to 3 gears more than conventional transmissions of comparable manufacturing costs, which more than compensates for the weaknesses.

Gear Ratio Analysis
With AssessmentPlanetary Gearset: Teeth29CountTotal30Center31Avg.32
ModelTypeVersionS133R134S235R236S337R338S439R440BrakesClutchesRatioSpanGearStep41
GearRatioR i R {\displaystyle {i_{R}}} 1 i 1 {\displaystyle {i_{1}}} 2 i 2 {\displaystyle {i_{2}}} 3 i 3 {\displaystyle {i_{3}}} 4 i 4 {\displaystyle {i_{4}}} 5 i 5 {\displaystyle {i_{5}}} 6 i 6 {\displaystyle {i_{6}}} 7 i 7 {\displaystyle {i_{7}}} 8 i 8 {\displaystyle {i_{8}}}
Step42 − i R i 1 {\displaystyle -{\tfrac {i_{R}}{i_{1}}}} 43 i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} 44 i 2 i 3 {\displaystyle {\tfrac {i_{2}}{i_{3}}}} i 3 i 4 {\displaystyle {\tfrac {i_{3}}{i_{4}}}} i 4 i 5 {\displaystyle {\tfrac {i_{4}}{i_{5}}}} i 5 i 6 {\displaystyle {\tfrac {i_{5}}{i_{6}}}} i 6 i 7 {\displaystyle {\tfrac {i_{6}}{i_{7}}}} i 7 i 8 {\displaystyle {\tfrac {i_{7}}{i_{8}}}}
Δ Step4546 i 1 i 2 : i 2 i 3 {\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}} i 2 i 3 : i 3 i 4 {\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}} i 3 i 4 : i 4 i 5 {\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}} i 4 i 5 : i 5 i 6 {\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}} i 5 i 6 : i 6 i 7 {\displaystyle {\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}} i 6 i 7 : i 7 i 8 {\displaystyle {\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}}
ShaftSpeed i 1 i R {\displaystyle {\tfrac {i_{1}}{i_{R}}}} i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{2}}}} i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{3}}}} i 1 i 4 {\displaystyle {\tfrac {i_{1}}{i_{4}}}} i 1 i 5 {\displaystyle {\tfrac {i_{1}}{i_{5}}}} i 1 i 6 {\displaystyle {\tfrac {i_{1}}{i_{6}}}} i 1 i 7 {\displaystyle {\tfrac {i_{1}}{i_{7}}}} i 1 i 8 {\displaystyle {\tfrac {i_{1}}{i_{8}}}}
Δ ShaftSpeed47 0 − i 1 i R {\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}} i 1 i 1 − 0 {\displaystyle {\tfrac {i_{1}}{i_{1}}}-0} i 1 i 2 − i 1 i 1 {\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}} i 1 i 3 − i 1 i 2 {\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}} i 1 i 4 − i 1 i 3 {\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}} i 1 i 5 − i 1 i 4 {\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}} i 1 i 6 − i 1 i 5 {\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}} i 1 i 7 − i 1 i 6 {\displaystyle {\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}} i 1 i 8 − i 1 i 7 {\displaystyle {\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}}
2008: Pilot Series
8HP 7048700 N⋅m (516 lb⋅ft)48[14]9648[14]966949111235085237.04351.76931.321651
GearRatio−3.296852 − 1 , 744 529 {\displaystyle -{\tfrac {1,744}{529}}} 4.6957 108 23 {\displaystyle {\tfrac {108}{23}}} 3.130453 72 23 {\displaystyle {\tfrac {72}{23}}} 2.1039 162 77 {\displaystyle {\tfrac {162}{77}}} 1.6667545556 5 3 {\displaystyle {\tfrac {5}{3}}} 1.284557 8 , 826 6 , 871 {\displaystyle {\tfrac {8,826}{6,871}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.83925859 120 143 {\displaystyle {\tfrac {120}{143}}} 0.6667 2 3 {\displaystyle {\tfrac {2}{3}}}
Step0.7021601.00001.50001.48791.2623611.29751.28451.19171.2587
Δ Step621.0081631.17870.9729641.0101651.07790.946766
Speed-1.42431.00001.50002.23192.81743.65554.69575.59577.0435
Δ Speed1.42431.00000.50000.73190.5855670.83821.04010.9000681.4478
2010: 1st Generation
HP 30/I8HP 45300 N⋅m (221 lb⋅ft)450 N⋅m (332 lb⋅ft)48964896609628104237.07141.77281.322469
GearRatio−3.295270 − 346 105 {\displaystyle -{\tfrac {346}{105}}} 4.7143 33 7 {\displaystyle {\tfrac {33}{7}}} 3.142971 22 7 {\displaystyle {\tfrac {22}{7}}} 2.1064 99 47 {\displaystyle {\tfrac {99}{47}}} 1.6667727374 5 3 {\displaystyle {\tfrac {5}{3}}} 1.285475 1 , 171 911 {\displaystyle {\tfrac {1,171}{911}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.83877677 26 31 {\displaystyle {\tfrac {26}{31}}} 0.6667 2 3 {\displaystyle {\tfrac {2}{3}}}
Step0.6990781.00001.50001.49211.2638791.29661.28541.19231.2581
Δ Step801.0053811.18050.9747821.0087831.07810.947784
Speed-1.43061.00001.50002.23812.82863.65764.71435.62097.0714
Δ Speed1.43061.00000.50000.73810.5905850.83901.04670.9066861.45058
8HP 558HP 658HP 708HP 90650 N⋅m (479 lb⋅ft)650 N⋅m (479 lb⋅ft)700 N⋅m (516 lb⋅ft)900 N⋅m (664 lb⋅ft)48[14][15]9648[14][15]966911128104237.07141.77281.322487
GearRatio−3.316888 − 534 161 {\displaystyle -{\tfrac {534}{161}}} 4.7143 33 7 {\displaystyle {\tfrac {33}{7}}} 3.142989 22 7 {\displaystyle {\tfrac {22}{7}}} 2.1064 99 47 {\displaystyle {\tfrac {99}{47}}} 1.6667909192 5 3 {\displaystyle {\tfrac {5}{3}}} 1.284793 5 , 397 4 , 201 {\displaystyle {\tfrac {5,397}{4,201}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.83929495 120 143 {\displaystyle {\tfrac {120}{143}}} 0.6667 2 3 {\displaystyle {\tfrac {2}{3}}}
Step0.7036961.00001.50001.49211.2638971.29731.28471.19171.2587
Δ Step981.0053991.18060.97421001.00981011.07810.9467102
Speed-1.42131.00001.50002.23812.82863.66964.71435.61797.0714
Δ Speed1.42431.00000.50000.73810.59051030.84101.04470.90361041.4536
2014: 2nd Generation
8HP 75/I105740 N⋅m (546 lb⋅ft)489648966911128104237.07141.77281.3224106
Ratio−3.31681074.71433.14291082.10641.66671091101111.28471121.00000.83921131140.6667
8HP 30/II1158HP 50116300 N⋅m (221 lb⋅ft)500 N⋅m (369 lb⋅ft)4896549660962496237.81251.78891.3413117
GearRatio−3.4560118 − 432 125 {\displaystyle -{\tfrac {432}{125}}} 5.0000 5 1 {\displaystyle {\tfrac {5}{1}}} 3.2000119 16 5 {\displaystyle {\tfrac {16}{5}}} 2.1429 15 7 {\displaystyle {\tfrac {15}{7}}} 1.7200120121122 43 25 {\displaystyle {\tfrac {43}{25}}} 1.3139123 1 , 507 1 , 147 {\displaystyle {\tfrac {1,507}{1,147}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8221124125 208 253 {\displaystyle {\tfrac {208}{253}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.69121261.00001.56251.49331.24581271.30911.31391.21631.2846
Δ Step1281.04631291.19860.95171300.99641311.08020.9469132
Speed-1.44681.00001.56252.33332.90703.80565.00006.08177.8125
Δ Speed1.44681.00000.56250.77080.57361330.89861.19441.08171341.7308
8HP 75/II1358HP 95136740 N⋅m (546 lb⋅ft)900 N⋅m (664 lb⋅ft)48965496691112496237.81251.78891.3413137
GearRatio−3.4783138 − 80 23 {\displaystyle -{\tfrac {80}{23}}} 5.0000 5 1 {\displaystyle {\tfrac {5}{1}}} 3.2000139 16 5 {\displaystyle {\tfrac {16}{5}}} 2.1429 15 7 {\displaystyle {\tfrac {15}{7}}} 1.7200140141142 43 25 {\displaystyle {\tfrac {43}{25}}} 1.3131143 2 , 315 1 , 763 {\displaystyle {\tfrac {2,315}{1,763}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8226144145 320 389 {\displaystyle {\tfrac {320}{389}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.69571461.00001.56251.49331.24581471.30991.31311.21561.2853
Δ Step1481.04631491.19860.95111500.99751511.08020.9458152
Speed-1.43751.00001.56252.33332.90703.80785.00006.07817.8125
Δ Speed1.43751.00000.56250.77080.57361530.90081.19221.07811541.7344
2018: 3rd Generation
8HP 76/I155760 N⋅m (561 lb⋅ft)48965496691112496237.81251.78891.3413156
Ratio−3.47831575.00003.20001582.14291.72001591601611.31311621.00000.82261631640.6400
8HP 30/III1658HP 51166300 N⋅m (221 lb⋅ft)500 N⋅m (369 lb⋅ft)48965496609624102238.20311.83301.3507167
GearRatio−3.7120168 − 464 125 {\displaystyle -{\tfrac {464}{125}}} 5.2500 21 4 {\displaystyle {\tfrac {21}{4}}} 3.3600169 84 25 {\displaystyle {\tfrac {84}{25}}} 2.1724 63 29 {\displaystyle {\tfrac {63}{29}}} 1.7200170171172 43 25 {\displaystyle {\tfrac {43}{25}}} 1.3161173 6 , 371 4 , 841 {\displaystyle {\tfrac {6,371}{4,841}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8221174175 208 253 {\displaystyle {\tfrac {208}{253}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.70701761.00001.56251.54671.26301771.30691.31611.21631.2846
Δ Step1781.01021791.22460.96641800.99311811.08200.9469182
Speed-1.41431.00001.56252.41673.05233.98925.25006.38588.2031
Δ Speed1.41431.00000.56250.85420.63571830.93691.26081.13581841.8173
8HP 76/II185760 N⋅m (561 lb⋅ft)489654966911124108238.59381.87621.3597186
GearRatio−3.9930187 − 2 , 296 575 {\displaystyle -{\tfrac {2,296}{575}}} 5.5000 11 2 {\displaystyle {\tfrac {11}{2}}} 3.5200188 88 25 {\displaystyle {\tfrac {88}{25}}} 2.2000 11 5 {\displaystyle {\tfrac {11}{5}}} 1.7200189190191 43 25 {\displaystyle {\tfrac {43}{25}}} 1.3172192 191 145 {\displaystyle {\tfrac {191}{145}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8226193194 320 389 {\displaystyle {\tfrac {320}{389}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.72601951.00001.56251.60001.27911961.30581.31721.21561.2853
Δ Step1970.97661981.25090.97961990.99132001.08360.9458201
Speed-1.37741.00001.56252.50003.19774.17545.50006.68598.5938
Δ Speed1.37741.00000.56250.93750.69772020.97771.32461.18592031.8321
2022: 4th Generation
8HP 1002041,000 N⋅m (738 lb⋅ft)20548965496601082496237.81251.78891.3413206
GearRatio−3.9680207 − 496 125 {\displaystyle -{\tfrac {496}{125}}} 5.0000 5 1 {\displaystyle {\tfrac {5}{1}}} 3.2000208 16 5 {\displaystyle {\tfrac {16}{5}}} 2.1429 15 7 {\displaystyle {\tfrac {15}{7}}} 1.7200209210211 43 25 {\displaystyle {\tfrac {43}{25}}} 1.2973212 1 , 571 1 , 211 {\displaystyle {\tfrac {1,571}{1,211}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8327213214 224 269 {\displaystyle {\tfrac {224}{269}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.79362151.00001.56251.49331.24582161.32591.29731.20091.3011
Δ Step2171.04632181.19860.93972191.02202201.08030.9230221
Speed-1.26011.00001.56252.33332.90703.85425.00006.00457.8125
Δ Speed1.26011.00000.56250.77080.57362220.94731.14581.00452231.8080
8HP 80224800 N⋅m (590 lb⋅ft)225489654966010824108238.59381.87621.3597226
GearRatio−4.5440227 − 1 , 704 375 {\displaystyle -{\tfrac {1,704}{375}}} 5.5000 11 2 {\displaystyle {\tfrac {11}{2}}} 3.5200228 88 25 {\displaystyle {\tfrac {88}{25}}} 2.2000 11 5 {\displaystyle {\tfrac {11}{5}}} 1.7200229230231 43 25 {\displaystyle {\tfrac {43}{25}}} 1.3010232 389 299 {\displaystyle {\tfrac {389}{299}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8327233234 224 269 {\displaystyle {\tfrac {224}{269}}} 0.6400 16 25 {\displaystyle {\tfrac {16}{25}}}
Step0.82622351.00001.56251.60001.27912361.32211.30101.20091.3011
Δ Step2370.97662381.25090.96752391.01622401.08340.9230241
Speed-1.21041.00001.56252.50003.19774.22755.50006.60498.5938
Δ Speed1.21041.00000.56250.93750.69772421.02981.27251.10492431.9888
2016: Racing Cars
8P 45R244450 N⋅m (332 lb⋅ft) up to1,050 N⋅m (774 lb⋅ft)245TBDTBD6096TBD234.2000TBD1.2275246
RatioTBDTBDTBDTBDTBDTBD1.0000TBDTBD
2017: Commercial Vehicles247
8AP 600 T2488AP 800 T8AP 1000 T8AP 1200 T600 N⋅m (443 lb⋅ft)800 N⋅m (590 lb⋅ft)1,000 N⋅m (738 lb⋅ft)1,200 N⋅m (885 lb⋅ft)24965250115652511156212227105237.65221.76731.3374252
GearRatio−4.2501253 − 10 , 672 2 , 511 {\displaystyle -{\tfrac {10,672}{2,511}}} 4.8889 44 9 {\displaystyle {\tfrac {44}{9}}} 3.1235254 253 81 {\displaystyle {\tfrac {253}{81}}} 2.0334 1 , 584 779 {\displaystyle {\tfrac {1,584}{779}}} 1.6389255256257 59 36 {\displaystyle {\tfrac {59}{36}}} 1.2541258 123 , 164 98 , 209 {\displaystyle {\tfrac {123,164}{98,209}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8400259260 2 , 116 2 , 519 {\displaystyle {\tfrac {2,116}{2,519}}} 0.6389 23 36 {\displaystyle {\tfrac {23}{36}}}
Step0.86932611.00001.56521.53611.24072621.30681.25411.19051.3148
Δ Step2631.01902641.23810.94942651.04202661.05350.9054267
Speed-1.15031.00001.56522.40432.98313.89834.88895.82007.6522
Δ Speed1.15031.00000.56520.83910.57872680.91530.99060.93112691.8322
8AP 1200 S2701,200 N⋅m (885 lb⋅ft)27165272115652731156527411527105237.65221.76731.3374275
GearRatio−3.7569276 − 3 , 956 1 , 053 {\displaystyle -{\tfrac {3,956}{1,053}}} 4.8889 44 9 {\displaystyle {\tfrac {44}{9}}} 3.1235277 253 81 {\displaystyle {\tfrac {253}{81}}} 2.0334 1 , 584 779 {\displaystyle {\tfrac {1,584}{779}}} 1.6389278279280 59 36 {\displaystyle {\tfrac {59}{36}}} 1.2676281 49 , 572 39 , 107 {\displaystyle {\tfrac {49,572}{39,107}}} 1.0000 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8305282283 828 997 {\displaystyle {\tfrac {828}{997}}} 0.6389 23 36 {\displaystyle {\tfrac {23}{36}}}
Step0.76852841.00001.56521.53611.24072851.29291.26761.20411.2999
Δ Step2861.01902871.23810.95962881.02002891.05270.9263290
Speed-1.30131.00001.56522.40432.98313.85684.88895.88677.6522
Δ Speed1.30131.00000.56520.83910.57872910.87381.03210.99792921.7654
RatioR & Even i R = R 2 ( S 3 S 4 − R 3 R 4 ) S 3 S 4 ( S 2 + R 2 ) {\displaystyle i_{R}={\tfrac {R_{2}(S_{3}S_{4}-R_{3}R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}} i 2 = R 2 ( S 4 + R 4 ) ( S 2 + R 2 ) S 4 {\displaystyle i_{2}={\tfrac {R_{2}(S_{4}+R_{4})}{(S_{2}+R_{2})S_{4}}}} i 4 = 1 + S 2 R 1 S 1 ( S 2 + R 2 ) {\displaystyle i_{4}=1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}} i 6 = 1 1 {\displaystyle i_{6}={\tfrac {1}{1}}} i 8 = R 2 S 2 + R 2 {\displaystyle i_{8}={\tfrac {R_{2}}{S_{2}+R_{2}}}}
RatioOdd i 1 = S 4 + R 4 S 4 {\displaystyle i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}} ( S 1 + R 1 ) ( S 4 + R 4 ) S 4 R 1 + S 1 ( S 4 + R 4 ) {\displaystyle {\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{4}R_{1}+S_{1}(S_{4}+R_{4})}}} S 1 R 2 R 4 ( S 3 + R 3 ) + S 2 S 3 ( S 1 + R 1 ) ( S 4 + R 4 ) S 1 R 4 ( S 3 ( S 2 + R 2 ) + R 2 R 3 ) + S 2 S 3 S 4 ( S 1 + R 1 ) {\displaystyle {\tfrac {S_{1}R_{2}R_{4}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}R_{4}(S_{3}(S_{2}+R_{2})+R_{2}R_{3})+S_{2}S_{3}S_{4}(S_{1}+R_{1})}}} R 2 ( S 3 + R 3 ) R 2 ( S 3 + R 3 ) + S 2 S 3 {\displaystyle {\tfrac {R_{2}(S_{3}+R_{3})}{R_{2}(S_{3}+R_{3})+S_{2}S_{3}}}}
Algebra And Actuated Shift Elements293
Brake A294❶❶❶❶❶
Brake B295❶❶❶❶❶❶
Clutch C296❶❶❶❶❶
Clutch D297❶❶❶❶❶❶
Clutch E298❶❶❶❶❶

Applications

Variants And Applications
ModelMax. torque petrolMax. torque dieselCar Model299
2008: Pilot Series (8HP 70 only) · 2010: 1st Generation
8HP 45450 N⋅m (332 lb⋅ft)500 N⋅m (369 lb⋅ft)BMW 1 Series (F20)BMW X1 (E84)BMW 2 Series (F22) M235iBMW 3 Series (F30)BMW 4 Series (F32)BMW 5 Series (F10/F11)BMW 6 Series (F06/F12/F13)BMW 7 Series (F01/F02)BMW X3 (F25)BMW X4 (F26)BMW X5 (E70) 35iBMW X5 (F15)BMW X6 (F16)BMW Z4 (E89)Jaguar XEJaguar XF (X250) (2013–2015)Jaguar XJ (2013–)Lancia Thema V6Land Rover Range Rover (L322) (2011–2012)Land Rover Range Rover (L405) (2012–)Land Rover Range Rover Velar I4 (2017–)
Torqueflite 845RE300Chrysler 300 3.6 L Pentastar V6 (2011–2023)301Chrysler 300 CDodge Challenger 3.6 L Pentastar V6 (2015–2023)Dodge Charger 3.6 L Pentastar V6 (2012–2023)302Dodge Durango303304 3.6 L Pentastar V6 (2014–2017)Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2014–2016)Ram 1500 3.6 L Pentastar V6305306307 (2012–2019)
8HP 55650 N⋅m (479 lb⋅ft)650 N⋅m (479 lb⋅ft)Audi A4 North American (US) B8/8.5 Quattro Versions308 (2011–)Audi A5 North American (US) B8/8.5 Quattro Versions (2011–)Audi A6 (C7)Audi A7 (C7)Audi A6 Hybrid (C7)Audi S4 (B9)Audi S5 (B9)
8HP 65Audi A4 (B9)Audi A6 Hybrid (C7 PHEV) PR China309Audi A6 (C8)Audi A7 (C8)Audi Q7 (4M)Audi Q8Audi A8 (D4)Audi A8 (D5)Audi S6 (C8)Porsche Cayenne (2018-)Volkswagen Touareg (2018-)
8HP 70Pilot&1st700 N⋅m (516 lb⋅ft)700 N⋅m (516 lb⋅ft)Alpina B3 (F30/F31)Alpina D3 (F30/F31)Alpina B3 (G20/G21)Alpina D3 (G20/G21)Alpina B4 (F32/F33)Alpina D4 (F32/F33)Alpina XD4Aston Martin Rapide S 2014–2020310Aston Martin Vanquish 2015–2018Audi Q5 8AT versionAudi Q7 (2011–2015)BMW 3 Series (F30) 330d & 335dBMW 4 Series (F32) 430d & 435dBMW 5 Series (F10/F11)BMW 7 Series (F01/F02)BMW X5 (E70) 50iChrysler 300 5.7 L HEMI V8 (2015–2023)Dodge Challenger 5.7 L HEMI V8 (2015–2023)Dodge Charger 5.7 L HEMI V8 (2015–2023)Dodge Charger 6.4 L HEMI V8Dodge Durango311312 5.7 L HEMI V8Dodge Durango313314 6.4 L HEMI V8Haval H9 (2017–)Iveco Daily (2014–)315Jaguar F-Type V6 & V8Jaguar XE 35tJaguar XF (X250) (2013–2015)Jaguar XJ (2013–)Jeep Grand Cherokee (WK2) 5.7 L HEMI V8 Engine Code [T] EZH & 6.4 L HEMI V8 Engine Code [J] ESG (2014–)Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2014–2016)Jeep Grand Cherokee WL & L 5.7 L HEMI V8 (2021–)Land Rover Discovery LR4 (2009–2016)Land Rover Range Rover Sport L320 SDV6 only (2012–2013)Land Rover Range Rover (L322) TDV8 only (2011–2012)Land Rover Range Rover (L405) (2012–)Land Rover Range Rover Sport L494 (2012–)Land Rover Range Rover Velar V6 & V8 (2017–)MAN TGE (longitudinal engine only) (2017–)Maserati Ghibli (M157)Maserati GrecaleMaserati LevanteMaserati Quattroporte316 (2013–)Morgan Plus SixPorsche Panamera Diesel & Hybrid models only (2009–2016)Porsche Cayenne (2011–2018)Ram 1500 5.7 L HEMI V8317318319 (2012–2019)Ram 1500 3.0 L EcoDiesel V6320321322 (2013–2019)Rolls-Royce Phantom VIIRolls-Royce Phantom VIIIVolkswagen Touareg (2011–2018)Volkswagen Amarok (2012–2020)Volkswagen Crafter SY/SZ (longitudinal engine only) (2017–)
8HP 90900 N⋅m (664 lb⋅ft)1,000 N⋅m (738 lb⋅ft)Audi Q7 V8 TDI only (2011–2015)Audi A8 (D4)Audi RS6 (C7)Bentley Mulsanne (2010)Bentley Continental GT 2nd gen. (2011–2018)BMW 760i/Li (F01/F02)323Dodge Challenger SRT Hellcat 6.2 L HEMI V8 SuperchargedDodge Charger SRT Hellcat 6.2 L HEMI V8 SuperchargedPorsche Cayenne (2011–2018) Turbo models and V8 Diesel onlyRolls-Royce Ghost324Rolls-Royce Wraith (2013)Volkswagen Touareg V8 TDI only (2011–2018)
2014: 2nd Generation
8HP 50500 N⋅m (369 lb⋅ft)500 N⋅m (369 lb⋅ft)Alfa Romeo GiuliaAlfa Romeo StelvioBMW 1 Series (F20) LCIBMW X1 (E84)BMW 2 Series (F22) M240iBMW 3 Series (F30) LCIBMW 4 Series (F32) LCIBMW 5 Series (F10//F11)BMW 5 Series (G30/G31)BMW 7 Series (G11/G12)BMW X3 20D (G01)BMW X3 30i (G01)BMW X3 M40i (G01)BMW X4 20D (G02)BMW X4 30i (G02)BMW X4 M40i (G02)BMW X7Jaguar F-Pace (2016–)Jaguar XF (X260) (2016–)Jaguar XJ (–2019)Land Rover Defender (L663) (2019–)Land Rover Range Rover (L405) (–2022)Land Rover Range Rover (L460) (2022–)Maserati GrecaleHongqi H9 V6 (2024–)

CMC Zinger (2023–)

Torqueflite 850RE325Dodge Charger Pursuit V6 (2021–2023)Dodge Durango326327 3.6 L Pentastar V6 (2017–)Jeep Gladiator (JT) 3.6 L Pentastar V6 (2019–)Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2017–2021)Jeep Grand Cherokee WL & L 2.0 L I4 (2021–)Jeep Grand Cherokee WL & L 3.6 L Pentastar V6 (2021–)Jeep Wrangler/Unlimited (JL) 2.0 L I4 Hurricane Turbocharged (2017–)Jeep Wrangler/Unlimited (JL) 3.6 L Pentastar V6 (2017–)Ram 1500 (DT) 3.6 L Pentastar V6 (2019–)
8HP 75700 N⋅m (516 lb⋅ft)328740 N⋅m (546 lb⋅ft)329Alfa Romeo Giulia QuadrifoglioAlfa Romeo Stelvio QuadrifoglioAlpina B5 (G30/G31)Alpina D5 (G30/G31)Alpina B6 (F12) Gran Coupé (2014)Alpina XD3Alpina XB7Aston Martin DB11Aston Martin Vantage (2018) V8BMW 5 Series (G30/G31)BMW M5 (F90)BMW 7 Series (G11/G12)330BMW X3 30D (G01)BMW X5 (F15)331BMW X5 (F85) MBMW X6 (F86) MBMW X7Jaguar F-Pace (2016–)Jaguar XF (X260) (2016–)Jaguar XJ (–2019)Jeep Gladiator (JT) 3.0 L EcoDiesel V6 (2020–2023)Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2017–2021)Jeep Wagoneer/Grand Wagoneer (WS) (2021–)Jeep Wrangler 392 (2021–)Jeep Wrangler/Unlimited (JL) 6.4 L HEMI V8 (2021–)Jeep Wrangler/Unlimited (JL) 3.0 L EcoDiesel V6 (2020–2023)JMC VigusLand Rover Defender (L663) (2019–)Land Rover Discovery L462 (2017–)Land Rover Range Rover (L405) (–2022)Land Rover Range Rover (L460) (2022–)Ram 1500 (DT) 5.7 L HEMI V8 (2019–)Ram 1500 (DT) 3.0 L EcoDiesel V6 (2019–2023)
8HP 75-LCVRam 2500 6.4 L HEMI V8 (2018–)Ram 3500 6.4 L HEMI V8 (2018–)
8HP 95900 N⋅m (664 lb⋅ft)1,000 N⋅m (738 lb⋅ft)Aston Martin DBS Superleggera332Audi S8Audi RS6333Audi RS7334Audi SQ7|Audi Q8Audi RS Q8Bentley BentaygaBentley Flying Spur (2013) 2014–2019BMW M760i/Li335Dodge Durango336337 SRT Hellcat 6.2 L HEMI V8 SuperchargedJeep Grand Cherokee (WK2) SRT Trackhawk 6.2 L HEMI V8 SuperchargedLamborghini UrusPorsche Cayenne Turbo models only (2018-)Ram 1500 (DT) TRX 6.2 L HEMI V8 Supercharged (2020–)Rolls-Royce Ghost Black BadgeRolls-Royce Wraith (2013) Black BadgeRolls-Royce Dawn Black BadgeRolls-Royce CullinanVolkswagen Touareg V8 TDI only (2018-)
2018: 3rd Generation
8HP 51500 N⋅m (369 lb⋅ft)500 N⋅m (369 lb⋅ft)BMW 2 Series (G42)BMW 3 Series (G20)BMW 4 Series (G22)BMW Z4 (G29)BMW X3 M40i (G01)BMW X4 M40i (G02)Jaguar XE 20d RWD (2019–)Morgan Plus FourToyota GR Supra
8HP 76760 N⋅m (561 lb⋅ft)760 N⋅m (561 lb⋅ft)Alpina B7 (G11/12)338Alpina B8BMW 3 Series (G20/G21) M340dX & 330d & 330dXBMW 4 Series (G22/G23) M440dX & 430d & 430dXBMW M3 (G80/G81)BMW M5 (F90) (2020–)BMW M8 (F91/F92/F93)BMW 730d (G11/G12) LCIBMW 8 Series (G15)BMW X5 (F95) MBMW X7
2022: 4th Generation
8HP 80800 N⋅m (590 lb⋅ft)800 N⋅m (590 lb⋅ft)BMW 7 Series (G70/G73)BMW X5 (G05)BMW X5 M (F95)BMW X6 (G06)BMW X6 M (F96)BMW X7(G07 LCI)Alpina XB7 (G07)Hongqi Guoya
8HP 1001,000 N⋅m (738 lb⋅ft)1,000 N⋅m (738 lb⋅ft)BMW XM (G09)BMW M5 (G90)
1st–3rd Generation
8HP 30300 N⋅m (221 lb⋅ft)300 N⋅m (221 lb⋅ft)BMW 1 Series (F20) 116iBMW X1 (E84)
Various
8HP TBDAEBI MT750Great Wall Pao (2019–)Great Wall Tank 300 (2020–)Haval H8 (2017–2018)Ineos GrenadierVinFast LUX A2.0VinFast LUX SA2.0

See also

References

  1. Duane, Salerno (25 April 2019). "Reviewed: Chrysler Group's 8 speed automatic transmission". salernoduanesummit.com. Retrieved 10 May 2019. https://www.salernoduanesummit.com/blog/2014/july/30/grab-chryslers-8-speed-automatic-transmission-save-2-5-billion-fuel.htm ↩

  2. "Ram ZF 8 Speed Automatic Transmission TorqueFlite 8 ZF 8HP70". 29 September 2014. Archived from the original on 15 December 2021. Retrieved 10 May 2019 – via YouTube. https://www.youtube.com/watch?v=dLsdrHqQl7c&t=171s ↩

  3. "ZF and Chrysler Reach Agreement for new 8-Speed Automatic Transmissions". Retrieved 10 June 2010. https://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21750056 ↩

  4. "US Patent 8,105,196 B2: Automatic Transmission Gear And Clutch Arrangement" (PDF). US Patent Office. 31 January 2012. Retrieved 18 November 2024. https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US8105196.pdf ↩

  5. Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". TTAC: The Truth About Cars · Pt. 1. Retrieved 7 July 2019. and "loc. cit. · Pt. 2". 23 April 2014. Retrieved 18 November 2024. https://www.thetruthaboutcars.com/2014/03/saturation-dive-zf-8-speed-automatic/ ↩

  6. Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ↩

  7. "8-Speed Automatic Transmission". ZF Friedrichshafen AG. Retrieved 19 September 2016. https://www.zf.com/corporate/en_de/products/product_range/cars/cars_8_speed_automatic_transmission.shtml ↩

  8. "The freedom to exceed limits" (PDF). brainfunkers.co. ZF Friedrichshafen AG. Retrieved 7 January 2020. https://brainfunkers.co/blog/files/file_008971%20-%20The%20freedom%20to%20exceed%20limits.pdf ↩

  9. "The freedom to exceed limits" (PDF). brainfunkers.co. ZF Friedrichshafen AG. Retrieved 7 January 2020. https://brainfunkers.co/blog/files/file_008971%20-%20The%20freedom%20to%20exceed%20limits.pdf ↩

  10. "ZF showcasing second-generation 8HP 8-speed transmission at NAIAS; additional 3% boost in fuel savings". Green Car Congress. Retrieved 13 July 2015. http://www.greencarcongress.com/2015/01/20150118-zf.html ↩

  11. "Transmission technology from ZF" (PDF). ZF.com. Retrieved 20 February 2018. https://www.zf.com/global/media/product_media/cars_5/cars_driveline_8_speed_automatic_transmission/pdf_3/zf_pkw_getriebebroschuere2017_de_web.pdf ↩

  12. Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". Retrieved 15 November 2024. https://www.zf.com/products/en/cars/stories/8hpgen4.html ↩

  13. "Fuel saving and minimizing CO2 emissions". ZF Friedrichshafen AG. Archived from the original on 19 July 2009. Retrieved 18 September 2009. https://web.archive.org/web/20090719174513/http://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/lower_consumption/lower_consumption.html ↩

  14. Hanlon, Mike (4 May 2007). "ZF Develops 8-Sped automatic". Gizmag. http://www.gizmag.com/go/7188/ ↩

  15. "Maximum driving enjoyment with maximum agility". ZF Friedrichshafen AG. Retrieved 18 September 2009. https://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/more_driving_enjoyment/more_driving_enjoyment.html ↩

  16. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  17. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  18. Direct PredecessorTo reflect the progress of the specific model change ↩

  19. plus 1 reverse gear ↩

  20. plus 1 reverse gear ↩

  21. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  22. of which 2 gearsets are combined as a compound Ravigneaux gearset /wiki/Ravigneaux_planetary_gearset ↩

  23. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  24. 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 performanceIt 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 marketWhat 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 designsAll transmission variants consist of 7 main componentsTypical examples areTurbo-Hydramatic from GMCruise-O-Matic from FordTorqueFlite from ChryslerDetroit Gear from BorgWarner for StudebakerBW-35 from BorgWarner and as T35 from Aisin3N 71 from Nissan/Jatco3 HP from ZF FriedrichshafenW3A 040 and W3B 050 from Mercedes-Benz /wiki/Turbo-Hydramatic ↩

  25. plus 1 reverse gear ↩

  26. plus 1 reverse gear ↩

  27. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  28. Innovation Elasticity Classifies Progress And Market PositionAutomobile 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 constraintsOnly 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 realizationThe 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 orientationnegative, if the output increases and the input decreases, is perfect2 or above is good1 or above is acceptable (red)below this is unsatisfactory (bold) /wiki/Elasticity_(economics) ↩

  29. LayoutInput and output are on opposite sidesPlanetary gearset 1 is on the input (turbine) sideInput shafts are C2 and, if actuated, R3 and S4Output shaft is C4 (planetary gear carrier of gearset 4) ↩

  30. Total Ratio Span (Total Ratio Spread · Total Gear Ratio) i n i 1 {\displaystyle {\tfrac {i_{n}}{i_{1}}}} A wider span enables thedownspeeding when driving outside the city limitsincrease the climbing abilitywhen driving over mountain passes or off-roador when towing a trailer ↩

  31. Ratio Span's Center ( i n i 1 ) 1 2 {\displaystyle (i_{n}i_{1})^{\tfrac {1}{2}}} The center indicates the speed level of the transmissionTogether with the final drive ratioit gives the shaft speed level of the vehicle ↩

  32. Average Gear Step ( i n i 1 ) 1 n − 1 {\displaystyle ({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}} With decreasing step widththe gears connect better to each othershifting comfort increases ↩

  33. Sun 1: sun gear of gearset 1 ↩

  34. Ring 1: ring gear of gearset 1 ↩

  35. Sun 2: sun gear of gearset 2 ↩

  36. Ring 2: ring gear of gearset 2 ↩

  37. Sun 3: sun gear of gearset 3 ↩

  38. Ring 3: ring gear of gearset 3 ↩

  39. Sun 4: sun gear of gearset 4 ↩

  40. Ring 4: ring gear of gearset 4 ↩

  41. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  42. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  43. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  44. 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, whichfor a good speed connection anda smooth gear shiftmust be as small as possibleA gear ratio of up to 1.6667:1 (5:3) is goodUp to 1.7500:1 (7:4) is acceptable (red)Above is unsatisfactory (bold) ↩

  45. From large to small gears (from right to left) ↩

  46. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  47. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  48. without generation designation ↩

  49. Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". TTAC: The Truth About Cars · Pt. 1. Retrieved 7 July 2019. and "loc. cit. · Pt. 2". 23 April 2014. Retrieved 18 November 2024. https://www.thetruthaboutcars.com/2014/03/saturation-dive-zf-8-speed-automatic/ ↩

  50. Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". TTAC: The Truth About Cars · Pt. 1. Retrieved 7 July 2019. and "loc. cit. · Pt. 2". 23 April 2014. Retrieved 18 November 2024. https://www.thetruthaboutcars.com/2014/03/saturation-dive-zf-8-speed-automatic/ ↩

  51. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  52. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  53. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  54. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  55. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  56. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  57. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  58. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  59. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  60. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  61. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  62. From large to small gears (from right to left) ↩

  63. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  64. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  65. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  66. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  67. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  68. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  69. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  70. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  71. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  72. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  73. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  74. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  75. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  76. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  77. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  78. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  79. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  80. From large to small gears (from right to left) ↩

  81. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  82. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  83. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  84. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  85. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  86. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  87. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  88. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  89. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  90. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  91. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  92. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  93. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  94. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  95. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  96. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  97. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  98. From large to small gears (from right to left) ↩

  99. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  100. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  101. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  102. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  103. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  104. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  105. 2nd Generation and 3rd Generation "Efficient And Dynamic · ZF Gearbox Brochure" (PDF). 1 September 2017. Retrieved 7 July 2019. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf ↩

  106. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  107. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  108. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  109. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  110. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  111. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  112. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  113. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  114. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  115. 2nd Generation and 3rd Generation "Efficient And Dynamic · ZF Gearbox Brochure" (PDF). 1 September 2017. Retrieved 7 July 2019. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf ↩

  116. 2nd Generation and 3rd Generation "Efficient And Dynamic · ZF Gearbox Brochure" (PDF). 1 September 2017. Retrieved 7 July 2019. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf ↩

  117. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  118. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  119. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  120. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  121. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  122. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  123. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  124. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  125. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  126. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  127. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  128. From large to small gears (from right to left) ↩

  129. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  130. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  131. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  132. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  133. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  134. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  135. 2nd Generation and 3rd Generation "Efficient And Dynamic · ZF Gearbox Brochure" (PDF). 1 September 2017. Retrieved 7 July 2019. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf ↩

  136. Der neue BMW M760 Li xDrive · BMW Medieninformation Deutschland (The new BMW M760 Li xDrive · BMW Media Information Germany) · 02/2016 · p. 23 · and Der neue BMW M760 Li xDrive · Technische Daten · BMW Medieninformation Oesterreich (The new BMW M760 Li xDrive · Technical Specifications · BMW Media Information Austria) · 01/2017 · p. 2 · 800 N⋅m (590 lb⋅ft)[17][16] /wiki/Newton-metre ↩

  137. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  138. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  139. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  140. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  141. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  142. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  143. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  144. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  145. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  146. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  147. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  148. From large to small gears (from right to left) ↩

  149. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  150. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  151. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  152. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  153. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  154. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  155. narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · Alpina B3 Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)[18][16] /wiki/Newton-metre ↩

  156. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  157. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  158. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  159. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  160. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  161. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  162. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  163. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  164. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  165. Technical specifications · The new BMW 3 Series Sedan · BMW Media Information · 03/2019 · p. 2: BMW 320i Sedan · 300 N⋅m (221 lb⋅ft)[19][16] /wiki/Newton-metre ↩

  166. loc. cit. · p. 10: BMW M340i xDrive Sedan · 500 N⋅m (369 lb⋅ft)[19][16] /wiki/Newton-metre ↩

  167. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  168. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  169. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  170. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  171. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  172. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  173. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  174. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  175. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  176. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  177. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  178. From large to small gears (from right to left) ↩

  179. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  180. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  181. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  182. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  183. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  184. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  185. wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · loc. cit. · p. 18: BMW 330d Sedan · 580 N⋅m (428 lb⋅ft)[19][16] and Alpina D3 S Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)[20] /wiki/Newton-metre ↩

  186. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  187. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  188. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  189. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  190. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  191. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  192. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  193. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  194. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  195. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  196. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  197. From large to small gears (from right to left) ↩

  198. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  199. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  200. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  201. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  202. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  203. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  204. narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022[21][22] The all-new BMW M5 · Market launch June 2024[23][24] ↩

  205. Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". Retrieved 15 November 2024. https://www.zf.com/products/en/cars/stories/8hpgen4.html ↩

  206. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  207. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  208. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  209. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  210. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  211. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  212. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  213. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  214. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  215. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  216. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  217. From large to small gears (from right to left) ↩

  218. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  219. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  220. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  221. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  222. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  223. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  224. 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[25][26] Alpina XB7 AWD · Technical Data[27] ↩

  225. Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". Retrieved 15 November 2024. https://www.zf.com/products/en/cars/stories/8hpgen4.html ↩

  226. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  227. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  228. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  229. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  230. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  231. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  232. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  233. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  234. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  235. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  236. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  237. From large to small gears (from right to left) ↩

  238. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  239. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  240. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  241. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  242. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  243. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  244. w/o hydraulic torque converter · narrow total ratio span of 4.2[28] ↩

  245. "Durable and fast – ZF Race Transmissions" (PDF). www.zf.com. https://www.zf.com/products/media/zf_race_engineering/motorsports/downloads_2/ZF_RE_Factsheet_Motorsport-Transmissions_EN_001508000203.pdf ↩

  246. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  247. based on the same gearset concept as the 8HP transmissions[29][30] ↩

  248. Automatic Powershift Transmission for Trucks[31] ↩

  249. higher torque on demand[32] ↩

  250. 65/115 or 52/92[32][33] ↩

  251. 65/115 or 52/92[32][33] ↩

  252. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  253. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  254. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  255. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  256. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  257. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  258. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  259. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  260. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  261. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  262. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  263. From large to small gears (from right to left) ↩

  264. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  265. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  266. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  267. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  268. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  269. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  270. Automatic Powershift Transmission for Special vehicles[33][34] ↩

  271. higher torque on demand[32] ↩

  272. 65/115 or 52/92[32][33] ↩

  273. 65/115 or 52/92[32][33] ↩

  274. 65/115 or 52/92[32][33] ↩

  275. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  276. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  277. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  278. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  279. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  280. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  281. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  282. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  283. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  284. Standard R:1— Reverse And 1st Gear Have The Same Ratio —The ideal reverse gear has the same transmission ratio as 1st gearno impairment when maneuveringespecially when towing a trailera torque converter can only partially compensate for this deficiencyPlus 11.11 % minus 10 % compared to 1st gear is goodPlus 25 % minus 20 % is acceptable (red)Above this is unsatisfactory (bold) ↩

  285. 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 gearthe lower half of the gear steps (between the small gears; rounded down, here the first 3) is always largerand the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smallerthan 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) ↩

  286. From large to small gears (from right to left) ↩

  287. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  288. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  289. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  290. Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —Gear steps shouldincrease: Δ Step (first green highlighted line Δ Step) is always greater than 1As progressive as possible: Δ Step is always greater than the previous stepNot progressively increasing is acceptable (red)Not increasing is unsatisfactory (bold) ↩

  291. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  292. Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference —Shaft speed differences shouldincrease: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one1 difference smaller than the previous one is acceptable (red)2 consecutive ones are a waste of possible ratios (bold) ↩

  293. Permanently coupled elementsS1 and S2C1 (carrier 1) and R4R2 and S3R3 and S4 ↩

  294. Blocks S1 and S2 ↩

  295. Blocks R1 ↩

  296. Couples R3 and S4 with the turbine ↩

  297. Couples C3 (carrier 1) with C4 (carrier 4) ↩

  298. Couples R2 and S3 with R3 and S4 ↩

  299. without any claim of completeness ↩

  300. "New Eight Speed Transmission Introduced by Chrysler". Retrieved 2 September 2011. http://media.chrysler.com/newsrelease.do?id=11378&mid=2 ↩

  301. "America's First Luxury Sedan With Eight-speed Automatic Transmission". Retrieved 5 September 2011. http://media.chrysler.com/newsrelease.do?id=11039&mid=3 ↩

  302. "2012 Chrysler Fleet Buying Guide" (PDF). Retrieved 21 July 2011. https://www.fleet.chrysler.com/v7fleet/StaticFiles/files/general/12MY_Chrysler_Fleet_Buyer%27s_Guide.pdf ↩

  303. "SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012. http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/ ↩

  304. "2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013. http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/ ↩

  305. "2013 Ram 1500 Unveiled With Eight-Speed". Retrieved 5 April 2012. http://www.autoblog.com/2012/04/05/2013-ram-1500-unveiled-with-eight-speed-auto-start-stop-air-su/ ↩

  306. "ZF to Supply 8-Speed Automatic Transmission to new 2013 Ram 1500 Pick-up Truck". ZF Friedrichshafen AG. Retrieved 20 April 2012. https://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21907432 ↩

  307. "2013 Ram 1500 Crew Cab SLT 4x4 [w/video]". Autoblog.com. Retrieved 25 August 2012. http://www.autoblog.com/2012/08/24/2013-ram-1500-crew-cab-slt-4x4-first-drive-review-video/ ↩

  308. Audi. "Audi 8-speed to replace 6-speed automatic across most of range". Motor1.com. Retrieved 4 February 2020. https://www.motor1.com/news/21690/audi-8-speed-to-replace-6-speed-automatic-across-most-of-range/ ↩

  309. "Getriebekatalog Abfrage – Technische Daten –" (PDF). zfservis.sk. Retrieved 21 August 2021. http://www.zfservis.sk/subory/8-speed.pdf ↩

  310. "Aston Martin Automatic Gearboxes". JT Automatics Ltd. Archived from the original on 25 April 2016. https://web.archive.org/web/20160425124620/http://www.automatic-gearbox.co.uk/aston-martin-gearboxes/ ↩

  311. "SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012. http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/ ↩

  312. "2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013. http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/ ↩

  313. "SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012. http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/ ↩

  314. "2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013. http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/ ↩

  315. "On Tour With More Comfort ZF Delivers 8-Speed Automatic Transmission for New Iveco Daily". Retrieved 16 November 2014. https://www.zf.com/corporate/en/magazine/technology/8hp_iveco_daily.html ↩

  316. "2014 Maserati Quattroporte [w/video]". Retrieved 12 December 2012. http://www.autoblog.com/2012/12/12/2014-maserati-quattroporte-first-drive-review-video/ ↩

  317. "2013 Ram 1500 Unveiled With Eight-Speed". Retrieved 5 April 2012. http://www.autoblog.com/2012/04/05/2013-ram-1500-unveiled-with-eight-speed-auto-start-stop-air-su/ ↩

  318. "ZF to Supply 8-Speed Automatic Transmission to new 2013 Ram 1500 Pick-up Truck". ZF Friedrichshafen AG. Retrieved 20 April 2012. https://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21907432 ↩

  319. "2013 Ram 1500 Crew Cab SLT 4x4 [w/video]". Autoblog.com. Retrieved 25 August 2012. http://www.autoblog.com/2012/08/24/2013-ram-1500-crew-cab-slt-4x4-first-drive-review-video/ ↩

  320. "2013 Ram 1500 Unveiled With Eight-Speed". Retrieved 5 April 2012. http://www.autoblog.com/2012/04/05/2013-ram-1500-unveiled-with-eight-speed-auto-start-stop-air-su/ ↩

  321. "ZF to Supply 8-Speed Automatic Transmission to new 2013 Ram 1500 Pick-up Truck". ZF Friedrichshafen AG. Retrieved 20 April 2012. https://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21907432 ↩

  322. "2013 Ram 1500 Crew Cab SLT 4x4 [w/video]". Autoblog.com. Retrieved 25 August 2012. http://www.autoblog.com/2012/08/24/2013-ram-1500-crew-cab-slt-4x4-first-drive-review-video/ ↩

  323. "Getriebekatalog Abfrage – Technische Daten –" (PDF). zfservis.sk. Retrieved 21 August 2021. http://www.zfservis.sk/subory/8-speed.pdf ↩

  324. "RR ghost specification". Retrieved 21 February 2010. http://www.rolls-roycemotorcars.com/ghost/specification ↩

  325. "New Generation of the 8HP in the BMW 5 Series". Retrieved 20 August 2014. https://www.zf.com/corporate/en/magazine/technology/8hp_2_generation.html ↩

  326. "SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012. http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/ ↩

  327. "2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013. http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/ ↩

  328. 8HP 75 Data Sheet · p. 4 · Saarbruecken 2016 ↩

  329. 8HP 75 Data Sheet · p. 4 · Saarbruecken 2016 ↩

  330. "2016 BMW 7 Series Sedan: Teutonic Technology". 24 September 2015. Retrieved 24 April 2016. http://www.tflcar.com/2015/09/2016-bmw-7-series-sedan-test-drive-review/ ↩

  331. "BMW Model Year Actions – July and August 2014". Retrieved 24 April 2016. http://f10.5post.com/forums/attachment.php?attachmentid=1068105/ ↩

  332. "Aston Martin Automatic Gearboxes". JT Automatics Ltd. Archived from the original on 25 April 2016. https://web.archive.org/web/20160425124620/http://www.automatic-gearbox.co.uk/aston-martin-gearboxes/ ↩

  333. "New vehicles with ZF technology". Retrieved 18 June 2011. https://www.zf.com/corporate/en/company/organization/references/success_news/success_news.html ↩

  334. "New vehicles with ZF technology (Japan)". Retrieved 18 June 2011. https://www.zf.com/ap/content/en/japan/corporate_jp/news_jp/press_jp/press_release.jsp?newsId=21804584 ↩

  335. "Getriebekatalog Abfrage – Technische Daten –" (PDF). zfservis.sk. Retrieved 21 August 2021. http://www.zfservis.sk/subory/8-speed.pdf ↩

  336. "SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012. http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/ ↩

  337. "2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013. http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/ ↩

  338. "BMW Alpina B7 Long-wheelbase AWD Technical Data". Retrieved 10 May 2019. https://www.alpina-automobiles.com/en/models/b7/technical-data/ ↩