ZF 6HP Transmission - Wikipedia

Motor vehicle automatic transmission models Motor vehicle

6HP
Automatic Transmission 6HP 26 cutaway
Overview
Manufacturer	ZF Friedrichshafen
Production	2000–2014
Model years	2000–2014
Body and chassis
Class	6-Speed Longitudinal Automatic Transmission
Related	Ford 6RGM 6LAisin AWTF-80 SCMB 7G-Tronic
Chronology
Predecessor	ZF 5HP
Successor	ZF 8HP

6HP is ZF Friedrichshafen AG's trademark name for its 6-speed automatic transmission models (6-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken. Released as the 6HP 26 in 2000, it was the first 6-speed automatic transmission in a production passenger car. Other variations of the first generation 6HP in addition to the 6HP 26, were 6HP19, and 6HP 32 having lower and higher torque capacity, respectively. In 2007, the second generation of the 6HP series was introduced, with models 6HP 21 and 6HP 28. A 6HP 34 was planned, but never went into production.[1]

It uses a Lepelletier gear mechanism,[2] an epicyclic/planetary gearset, which can provide more gear ratios with significantly fewer components. This means the 6HP 26 is actually lighter than its five-speed 5HP predecessors.

The 6HP is the first transmission to use this 6-speed gearset concept.

The last 6HP automatic transmission was produced by the Saarbrücken plant in March 2014 after 7,050,232 units were produced.[3][4] The ZF plant in Shanghai continued to produce the 6HP for the Chinese market.[3]

The Ford 6R, GM 6L, and Aisin AWTF-80 SC transmissions are based on the same globally patented gearset concept. The AWTF-80 SC is the only one for transverse engine installation.

Gear Ratios[a]

Model	FirstDelivery	Gear							Total Span			Avg.Step	Components
		R	1	2	3	4	5	6	Nomi-nal	Effec-tive	Cen-ter		Total	perGear[b]
2000: 1st Generation													3Gearsets2Brakes3Clutches	1.333
6HP 26[c] · 6HP 19 · 6HP 32		−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	4.924	1.698	1.433
2007: 2nd Generation
6HP 28 · 6HP 21 · 6HP 34		−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	4.924	1.698	1.433
Other Manufacturer
Aisin AWTF-80 SC	2005	−3.394	4.148	2.370	1.556	1.155	0.859	0.686	6.049	4.949	1.687	1.433
Ford 6R 60 · 6R 80	2005	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	4.924	1.698	1.433
Ford 6R 140	2005	−3.128	3.974	2.318	1.516	1.149	0.858	0.674	5.899	4.644	1.636	1.426
GM 6L 45 · 6L 50	2006	−3.200	4.065	2.371	1.551	1.157	0.853	0.674	6.035	4.751	1.655	1.433
GM 6L 80 · 6L 90	2005	−3.064	4.027	2.364	1.532	1.152	0.852	0.667	6.040	4.596	1.638	1.433
^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ^ Forward gears only ^ first transmission to use this 6-speed gearset concept

Specifications

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Gearset Concept: New Paradigm For Improved Cost-Effectiveness

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Main Objectives

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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). The layout brings the ability to shift in a non-sequential manner – going from gear 6 to gear 2 in extreme situations simply by changing one shift element (actuating clutch E and releasing brake A).

Extent

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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 global patent for this gearset concept. The 6HP is the first transmission designed according to this new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The progress is reflected in a much better ratio of the number of gears to the number of components used compared to existing layouts.

Gearset Concept: Cost-Effectiveness[a]

WithAssessment	Output:GearRatios	InnovationElasticity[b]Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
6HPRef. Object	n O 1 {\displaystyle n_{O1}} n O 2 {\displaystyle n_{O2}}	Topic[b]	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 Δ	Δ 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}}}}
6HP5HP 24/30[c]	6[d]5[d]	Progress[b]	89	3[e]3	23	33
Δ Number	1		-1	0	-1	0
Relative Δ	0.200 1 5 {\displaystyle {\tfrac {1}{5}}}	−1.800[b] 1 5 : − 1 9 = 1 5 {\displaystyle {\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}} · − 9 1 = − 9 5 {\displaystyle {\tfrac {-9}{1}}={\tfrac {-9}{5}}}	−0.111 − 1 9 {\displaystyle {\tfrac {-1}{9}}}	0.000 0 3 {\displaystyle {\tfrac {0}{3}}}	−0.333 − 1 3 {\displaystyle {\tfrac {-1}{3}}}	0.000 0 3 {\displaystyle {\tfrac {0}{3}}}
6HP5HP 18/19[c]	6[d]5[d]	Progress[b]	810	3[e]3[e]	23	34
Δ Number	1		-2	0	-1	-1
Relative Δ	0.200 1 5 {\displaystyle {\tfrac {1}{5}}}	−1.000[b] 1 5 : − 1 5 = 1 5 {\displaystyle {\tfrac {1}{5}}:{\tfrac {-1}{5}}={\tfrac {1}{5}}} · − 5 1 = − 1 1 {\displaystyle {\tfrac {-5}{1}}={\tfrac {-1}{1}}}	−0.200 − 1 5 {\displaystyle {\tfrac {-1}{5}}}	0.000 0 3 {\displaystyle {\tfrac {0}{3}}}	−0.333 − 1 3 {\displaystyle {\tfrac {-1}{3}}}	−0.250 − 1 4 {\displaystyle {\tfrac {-1}{4}}}
6HP3-Speed[f]	6[d]3[d]	Market Position[b]	87	3[e]2	23	32
Δ Number	3		1	1	-1	1
Relative Δ	1.000 1 1 {\displaystyle {\tfrac {1}{1}}}	7.000[b] 1 1 : 1 7 = 1 1 {\displaystyle {\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}} · 7 1 = 7 1 {\displaystyle {\tfrac {7}{1}}={\tfrac {7}{1}}}	0.143 1 7 {\displaystyle {\tfrac {1}{7}}}	0.500 1 2 {\displaystyle {\tfrac {1}{2}}}	−0.333 − 1 3 {\displaystyle {\tfrac {-1}{3}}}	0.500 1 2 {\displaystyle {\tfrac {1}{2}}}
^ Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components.It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable ^ a b c d e f g h Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ^ a b Direct Predecessor To reflect the progress of the specific model change ^ a b c d e f plus 1 reverse gear ^ a b c d of which 2 gearsets are combined as a compound Ravigneaux gearset ^ Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Gearset Concept: Quality

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The ratios of the 6 gears are nicely evenly distributed in all versions. Exceptions are the large step from 1st to 2nd gear and the almost geometric steps from 3rd to 4th to 5th gear. They cannot be eliminated without affecting all other gears. As the large step is shifted due to the large span to a lower speed range than with conventional gearboxes, it is less significant. As the gear steps are smaller overall due to the additional gear(s), the geometric gear steps are still smaller than the corresponding gear steps of conventional gearboxes. Overall, therefore, the weaknesses are not overly significant. As the selected gearset concept saves up to 2 components compared to 5-speed transmissions, the advantages clearly outweigh the disadvantages.

It has a torque converter lock-up for all 6 forward gears, which can be fully disengage when stationary, largely closing the fuel efficiency gap between vehicles with automatic and manual transmissions.

In a Lepelletier gearset,[2] a conventional planetary gearset and a composite Ravigneaux gearset are combined to reduce both the size and weight as well as the manufacturing costs. Like all transmissions realized with Lepelletier transmissions, the 6HP also dispenses with the use of the direct gear ratio and is thus one of the very few automatic transmission concepts without such a ratio.

Gear Ratio Analysis

In-Depth AnalysisWith Assessment[a][b]		Planetary Gearset: Teeth[c]Lepelletier gear mechanism			Count	Nomi-nal[d]Effec-tive[e]	Cen-ter[f]
		Simple	Ravigneaux				Avg.[g]
ManufacturerModel	VersionFirst Delivery	S1[h]R1[i]	S2[j]R2[k]	S3[l]R3[m]	BrakesClutches	RatioSpan	GearStep[n]
GearRatio	R 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}}}
Step[n]	− i R i 1 {\displaystyle -{\frac {i_{R}}{i_{1}}}} [o]	i 1 i 1 {\displaystyle {\frac {i_{1}}{i_{1}}}}	i 1 i 2 {\displaystyle {\frac {i_{1}}{i_{2}}}} [p]	i 2 i 3 {\displaystyle {\frac {i_{2}}{i_{3}}}}	i 3 i 4 {\displaystyle {\frac {i_{3}}{i_{4}}}}	i 4 i 5 {\displaystyle {\frac {i_{4}}{i_{5}}}}	i 5 i 6 {\displaystyle {\frac {i_{5}}{i_{6}}}}
Δ Step[q][r]	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}}}}
ShaftSpeed	i 1 i R {\displaystyle {\frac {i_{1}}{i_{R}}}}	i 1 i 1 {\displaystyle {\frac {i_{1}}{i_{1}}}}	i 1 i 2 {\displaystyle {\frac {i_{1}}{i_{2}}}}	i 1 i 3 {\displaystyle {\frac {i_{1}}{i_{3}}}}	i 1 i 4 {\displaystyle {\frac {i_{1}}{i_{4}}}}	i 1 i 5 {\displaystyle {\frac {i_{1}}{i_{5}}}}	i 1 i 6 {\displaystyle {\frac {i_{1}}{i_{6}}}}
Δ ShaftSpeed[s]	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}}}}
SpecificTorque[t]	T 2 ; R T 1 ; R {\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}} [u]	T 2 ; 1 T 1 ; 1 {\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}} [u]	T 2 ; 2 T 1 ; 2 {\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}} [u]	T 2 ; 3 T 1 ; 3 {\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}} [u]	T 2 ; 4 T 1 ; 4 {\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}} [u]	T 2 ; 5 T 1 ; 5 {\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}} [u]	T 2 ; 6 T 1 ; 6 {\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}} [u]
Efficiency η n {\displaystyle \eta _{n}} [t]	T 2 ; R T 1 ; R : i R {\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}}	T 2 ; 1 T 1 ; 1 : i 1 {\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}}	T 2 ; 2 T 1 ; 2 : i 2 {\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}}	T 2 ; 3 T 1 ; 3 : i 3 {\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}}	T 2 ; 4 T 1 ; 4 : i 4 {\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}}	T 2 ; 5 T 1 ; 5 : i 5 {\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}:{i_{5}}}	T 2 ; 6 T 1 ; 6 : i 6 {\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}:{i_{6}}}
2000: 1st Generation
ZF 6HP 26[v]ZF 6HP 19[v]ZF 6HP 32[v]	600 N⋅m (443 lb⋅ft)400 N⋅m (295 lb⋅ft)[w]750 N⋅m (553 lb⋅ft)[5]2000 (all)	3771	3138	3885	23	6.03544.9236[e][o]	1.6977
							1.4327[n]
GearRatio	−3.4025[o][e] − 4 , 590 1 , 349 {\displaystyle -{\tfrac {4,590}{1,349}}}	4.1708 9 , 180 2 , 201 {\displaystyle {\tfrac {9,180}{2,201}}}	2.3397[p] 211 , 140 90 , 241 {\displaystyle {\tfrac {211,140}{90,241}}}	1.5211 108 71 {\displaystyle {\tfrac {108}{71}}}	1.1428[r][s] 9 , 180 8 , 033 {\displaystyle {\tfrac {9,180}{8,033}}}	0.8672 4 , 590 5 , 293 {\displaystyle {\tfrac {4,590}{5,293}}}	0.6911 85 123 {\displaystyle {\tfrac {85}{123}}}
Step	0.8158[o]	1.0000	1.7826[p]	1.5382	1.3311	1.3178	1.2549
Δ Step[q]	1.1589	1.1559	1.0101[r]	1.0502
Speed	-1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078[s]	1.1599	1.2258
SpecificTorque[t]	–3.3116–3.2665	4.01863.9436	2.28372.2559	1.51071.5055	1.13591.1325	0.86330.8613	0.68670.6845
Efficiency η n {\displaystyle \eta _{n}} [t]	0.97330.9600	0.96350.9455	0.97610.9642	0.99310.9897	0.99390.9910	0.99550.9932	0.99370.9905
2007: 2nd Generation
ZF 6HP 28[v]ZF 6HP 21[v]ZF 6HP 34[v]	600 N⋅m (443 lb⋅ft)450 N⋅m (332 lb⋅ft)[x]750 N⋅m (553 lb⋅ft)[y]2007 (all)	3771	3138	3885	23	6.03544.9236[e][o]	1.6977
							1.4327[n]
Ratio	−3.4025[o][e]	4.1708	2.3397[p]	1.5211	1.1428[r][s]	0.8672	0.6911
Other Manufacturer
AisinAWTF-80 SC	450 N⋅m (332 lb⋅ft)[6]2005	5090	3644	4496	23	6.04944.9495[e][o]	1.6865
							1.4333[n]
GearRatio	−3.3939[o][e] − 112 33 {\displaystyle -{\tfrac {112}{33}}}	4.1481 112 27 {\displaystyle {\tfrac {112}{27}}}	2.3704[p] 64 27 {\displaystyle {\tfrac {64}{27}}}	1.5556 14 9 {\displaystyle {\tfrac {14}{9}}}	1.1546[r] 112 97 {\displaystyle {\tfrac {112}{97}}}	0.8593 336 391 {\displaystyle {\tfrac {336}{391}}}	0.6857[s] 24 35 {\displaystyle {\tfrac {24}{35}}}
Step	0.8182[o]	1.0000	1.7500[p]	1.5238	1.3472	1.3436	1.2532
Δ Step[q]	1.1484	1.1311	1.0027[r]	1.0722
Speed	-1.2222	1.0000	1.7500	2.6667	3.5926	4.8272	6.0494
Δ Speed	1.2222	1.0000	0.7500	0.9167	0.9259	1.2346	1.2222[s]
SpecificTorque[t]	–3.3023–3.2568	3.99563.9204	2.31272.2841	1.54441.5389	1.14711.1434	0.85530.8532	0.68130.6791
Efficiency η n {\displaystyle \eta _{n}} [t]	0.97300.9596	0.96320.9451	0.97570.9636	0.99290.9893	0.99350.9903	0.99530.9928	0.99360.9904
Ford6R 60 · 6R 80	600 N⋅m (443 lb⋅ft)800 N⋅m (590 lb⋅ft)2005 (all)	3771	3138	3885	23	6.03544.9236[e][o]	1.6977
							1.4327[n]
Ratio	−3.4025[o][e]	4.1708	2.3397[p]	1.5211	1.1428[r][s]	0.8672	0.6911
Ford6R 140	1,400 N⋅m (1,033 lb⋅ft)2005	4995	3747	4797	23	5.89934.6441[e][o]	1.6361
							1.4261[n]
GearRatio	−3.1283[o][e] − 13 , 968 4 , 485 {\displaystyle -{\tfrac {13,968}{4,485}}}	3.9738 13 , 968 3 , 515 {\displaystyle {\tfrac {13,968}{3,515}}}	2.3181[p][r] 8 , 148 3 , 515 {\displaystyle {\tfrac {8,148}{3,515}}}	1.5158 144 95 {\displaystyle {\tfrac {144}{95}}}	1.1492[r][s] 13 , 968 12 , 155 {\displaystyle {\tfrac {13,968}{12,155}}}	0.8585 13 , 968 16 , 271 {\displaystyle {\tfrac {13,968}{16,271}}}	0.6736 97 144 {\displaystyle {\tfrac {97}{144}}}
Step	0.7872[o]	1.0000	1.7143[p]	1.5293	1.3190	1.3389	1.2744
Δ Step[q]	1.1210[r]	1.1594	0.9854[r]	1.0504
Speed	-1.2703	1.0000	1.7143	2.6216	3.4580	4.6290	5.8993
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8364[s]	1.1710	1.2703
SpecificTorque[t]	–3.0449–3.0035	3.82903.7576	2.26152.2333	1.50551.5003	1.14191.1383	0.85430.8522	0.66920.6669
Efficiency η n {\displaystyle \eta _{n}} [t]	0.97330.9601	0.96350.9456	0.97560.9635	0.99320.9898	0.99370.9906	0.99520.9927	0.99340.9900
GM6L 45 · 6L 50	500 N⋅m (369 lb⋅ft)2006	4989	3747	4797	23	6.03464.7507[e][o]	1.6548
							1.4326[n]
GearRatio	−3.2001[o][e] − 13 , 386 4 , 183 {\displaystyle -{\tfrac {13,386}{4,183}}}	4.0650 13 , 386 3 , 293 {\displaystyle {\tfrac {13,386}{3,293}}}	2.3712[p][r] 15 , 617 63586 {\displaystyle {\tfrac {15,617}{63586}}}	1.5506 138 89 {\displaystyle {\tfrac {138}{89}}}	1.1567[r][s] 13 , 386 11 , 573 {\displaystyle {\tfrac {13,386}{11,573}}}	0.8532 13 , 386 15 , 689 {\displaystyle {\tfrac {13,386}{15,689}}}	0.6736 97 144 {\displaystyle {\tfrac {97}{144}}}
Step	0.7872[o]	1.0000	1.7143[p]	1.5293	1.3406	1.3557	1.2662
Δ Step[q]	1.1210[r]	1.1408	0.9889[r]	1.0703
Speed	-1.2703	1.0000	1.7143	2.6216	3.5144	4.7643	6.0346
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8928[s]	1.2499	1.2703
SpecificTorque[t]	–3.1138–3.0710	3.91563.8421	2.31272.2826	1.53961.5340	1.14901.1453	0.84900.8468	0.66920.6692
Efficiency η n {\displaystyle \eta _{n}} [t]	0.97300.9597	0.96330.9452	0.97530.9630	0.99290.9893	0.99340.9902	0.99510.9925	0.99340.9900
GM6L 80 · 6L 90	800 N⋅m (590 lb⋅ft)2005	5094	3546	4692	23	6.04014.5957[e][o]	1.6384
							1.4329[n]
GearRatio	−3.0638[o][e] − 144 47 {\displaystyle -{\tfrac {144}{47}}}	4.0267 6 , 624 1 , 645 {\displaystyle {\tfrac {6,624}{1,645}}}	2.3635[p][r] 3 , 888 1 , 645 {\displaystyle {\tfrac {3,888}{1,645}}}	1.5319 72 47 {\displaystyle {\tfrac {72}{47}}}	1.1522[r][s] 6 , 624 5 , 749 {\displaystyle {\tfrac {6,624}{5,749}}}	0.8521 144 169 {\displaystyle {\tfrac {144}{169}}}	0.6667 2 3 {\displaystyle {\tfrac {2}{3}}}
Step	0.7609[o]	1.0000	1.7037[p]	1.5429	1.3296	1.3522	1.2781
Δ Step[q]	1.1043[r]	1.1604	0.9832[r]	1.0580
Speed	-1.3143	1.0000	1.7037	2.6286	3.4948	4.7258	6.0401
Δ Speed	1.3143	1.0000	0.7037	0.9249	0.8662[s]	1.2310	1.3143
SpecificTorque[t]	–2.9817–2.9410	3.87943.8068	2.30482.2756	1.52131.5160	1.14481.1412	0.84780.8456	0.66220.6599
Efficiency η n {\displaystyle \eta _{n}} [t]	0.97320.9599	0.96340.9454	0.97510.9628	0.99310.9896	0.99360.9904	0.99500.9924	0.99320.9898
Actuated Shift Elements
Brake A[z]	❶	❶	❶	❶
Brake B[aa]	❶	❶	❶
Clutch C[ab]	❶	❶
Clutch D[ac]	❶	❶
Clutch E[ad]	❶	❶	❶
Geometric Ratios
RatioR & 3 & 6Ordinary[ae]ElementaryNoted[af]	i R = − R 3 ( S 1 + R 1 ) R 1 S 3 {\displaystyle i_{R}=-{\frac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}}		i 3 = S 1 + R 1 R 1 {\displaystyle i_{3}={\frac {S_{1}+R_{1}}{R_{1}}}}		i 6 = R 3 S 3 + R 3 {\displaystyle i_{6}={\frac {R_{3}}{S_{3}+R_{3}}}}
	i R = − ( 1 + S 1 R 1 ) R 3 S 3 {\displaystyle i_{R}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\right){\tfrac {R_{3}}{S_{3}}}}		i 3 = 1 + S 1 R 1 {\displaystyle i_{3}=1+{\tfrac {S_{1}}{R_{1}}}}		i 6 = 1 1 + S 3 R 3 {\displaystyle i_{6}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}}}}
Ratio1 & 2Ordinary[ae]ElementaryNoted[af]	i 1 = R 2 R 3 ( S 1 + R 1 ) R 1 S 2 S 3 {\displaystyle i_{1}={\frac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}}			i 2 = R 3 ( S 1 + R 1 ) ( S 2 + R 2 ) R 1 S 2 ( S 3 + R 3 ) {\displaystyle i_{2}={\frac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}}
	i 1 = ( 1 + S 1 R 1 ) R 2 R 3 S 2 S 3 {\displaystyle i_{1}=\left(1+{\tfrac {S_{1}}{R_{1}}}\right){\tfrac {R_{2}R_{3}}{S_{2}S_{3}}}}			i 2 = ( 1 + S 1 R 1 ) ( 1 + R 2 S 2 ) 1 + S 3 R 3 {\displaystyle i_{2}={\tfrac {\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\right)}{1+{\tfrac {S_{3}}{R_{3}}}}}}
Ratio4 & 5Ordinary[ae]ElementaryNoted[af]	i 4 = R 2 R 3 ( S 1 + R 1 ) R 2 R 3 ( S 1 + R 1 ) − S 1 S 2 S 3 {\displaystyle i_{4}={\frac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}}			i 5 = R 3 ( S 1 + R 1 ) R 3 ( S 1 + R 1 ) + S 1 S 3 {\displaystyle i_{5}={\frac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}}
	i 4 = 1 1 − S 2 S 3 R 2 R 3 1 + R 1 S 1 {\displaystyle i_{4}={\tfrac {1}{1-{\tfrac {\tfrac {S_{2}S_{3}}{R_{2}R_{3}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}}			i 5 = 1 1 + S 3 R 3 1 + R 1 S 1 {\displaystyle i_{5}={\tfrac {1}{1+{\tfrac {\tfrac {S_{3}}{R_{3}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}}
Kinetic Ratios
SpecificTorque[t]R & 3 & 6	T 2 ; R T 1 ; R = − ( 1 + S 1 R 1 η 0 ) R 3 S 3 η 0 {\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right){\tfrac {R_{3}}{S_{3}}}\eta _{0}}		T 2 ; 3 T 1 ; 3 = 1 + S 1 R 1 η 0 {\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}=1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}}		T 2 ; 6 T 1 ; 6 = 1 1 + S 3 R 3 ⋅ 1 η 0 {\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}
SpecificTorque[t]1 & 2	T 2 ; 1 T 1 ; 1 = ( 1 + S 1 R 1 η 0 ) R 2 R 3 S 2 S 3 η 0 3 2 {\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}=\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right){\tfrac {R_{2}R_{3}}{S_{2}S_{3}}}{\eta _{0}}^{\tfrac {3}{2}}}			T 2 ; 2 T 1 ; 2 = ( 1 + S 1 R 1 η 0 ) ( 1 + R 2 S 2 η 0 ) 1 + S 3 R 3 ⋅ 1 η 0 {\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}={\tfrac {\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right)}{1+{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}
SpecificTorque[t]4 & 5	T 2 ; 4 T 1 ; 4 = 1 1 − S 2 S 3 R 2 R 3 η 0 3 2 1 + R 1 S 1 ⋅ 1 η 0 {\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}={\tfrac {1}{1-{\tfrac {{\tfrac {S_{2}S_{3}}{R_{2}R_{3}}}{\eta _{0}}^{\tfrac {3}{2}}}{1+{\tfrac {R_{1}}{S_{1}}}\cdot {\tfrac {1}{\eta _{0}}}}}}}}			T 2 ; 5 T 1 ; 5 = 1 1 + S 3 R 3 ⋅ 1 η 0 1 + R 1 S 1 η 0 {\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}{1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}}}}}}
^ Revised 16 November 2025 ^ The 6HP-transmission is the first one to use the Lepelletier gear mechanism ^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R1 and, if actuated, C2/C3 (the combined carrier of the compound Ravigneaux gearset 2 and 3) Output shaft is R3 (ring gear of gearset 3: outer Ravigneaux gearset) ^ Total Ratio Span (Total Gear/Transmission Ratio) Nominal i 1 i n {\displaystyle {\frac {i_{1}}{i_{n}}}} A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ^ a b c d e f g h i j k l m n o Total Ratio Span (Total Gear/Transmission Ratio) Effective m i n ( i 1 ; | i R | ) i n {\displaystyle {\frac {min(i_{1};|i_{R}|)}{i_{n}}}} The span is only effective to the extent that the reverse gear ratio matches that of 1st gear see also Standard R:1 ^ Ratio Span's Center ( i 1 i n ) 1 2 {\displaystyle (i_{1}i_{n})^{\frac {1}{2}}} The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step ( i 1 i n ) 1 n − 1 {\displaystyle \left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}} With decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ^ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ^ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ^ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset ^ a b c d e f g h i Standard 50:50— 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ a b c d e f g h i j k l m n o p q r s t Standard R:1— Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) see also Total Ratio Span (Total Gear/Transmission Ratio) Effective ^ a b c d e f g h i j k l m Standard 1:2— Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667 : 1 (5 : 3) is good Up to 1.7500 : 1 (7 : 4) is acceptable (red) Above is unsatisfactory (bold) ^ a b c d e f From large to small gears (from right to left) ^ a b c d e f g h i j k l m n o p q r s Standard STEP— From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ a b c d e f g h i j k l m Standard SPEED— From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ a b c d e f g h i j k l m n o Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque T 2 ; n {\displaystyle T_{2;n}} to input torque T 1 ; n {\displaystyle T_{1;n}} with n = g e a r {\displaystyle n=gear} The efficiency is calculated from the specific torque in relation to the transmission ratio Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range ^ a b c d e f g Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio i 0 {\displaystyle i_{0}} is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies η 0 {\displaystyle \eta _{0}} specified here are based on assumed efficiencies for the stationary ratio i 0 {\displaystyle i_{0}} of η 0 = 0.9800 {\displaystyle \eta _{0}=0.9800} (upper value) and η 0 = 0.9700 {\displaystyle \eta _{0}=0.9700} (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is η 0 1 2 {\displaystyle {\eta _{0}}^{\tfrac {1}{2}}} at 0.9800 1 2 = 0.98995 {\displaystyle 0.9800^{\tfrac {1}{2}}=0.98995} (upper value) and 0.9700 1 2 = 0.98489 {\displaystyle 0.9700^{\tfrac {1}{2}}=0.98489} (lower value) ^ a b c d e f for Rear-wheel drive cars ^ 400 N⋅m (295 lbf⋅ft) or 400 N⋅m (295 lbf⋅ft) ^ produced in the PRC,[4] alternatively known as 6HP 19tu and 6HP 19z ^ planned, but never went into production[1] ^ Blocks R2 and S3 ^ Blocks C2 (carrier 2) and C3 (carrier 3) ^ Couples C1 (carrier 1) and S2 ^ Couples C1 (carrier 1) with R2 and S3 ^ Couples R1 with C2 (carrier 2) and C3 (carrier 3) ^ a b c Ordinary Noted For direct determination of the ratio ^ a b c Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of specific torque and efficiency

Imperfections

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Problems with this transmission are well known.[citation needed] This transmission locks up the torque converter in all gears, increasing wear. Combined with a sealed transmission pan and "lifetime fluid", some people have experienced catastrophic transmission failure. Owners report shift issues when oil begins breaking down beyond 50K miles, hence shifting issues are common.[citation needed]

There are also problems with the valve block and solenoids[citation needed] When this failure starts to occur, shift quality and speed, torque transfer and even loss of ability to engage gears can occur. These problems led Volkswagen Group to extend the warranty on all of their vehicles equipped with this transmission to 100,000 miles or 10 years.[citation needed]

Applications

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First Generation · 2000

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6HP 19

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• BMW X3
• BMW 520i (E60)
• BMW 528i (E60)
• BMW 530i (E60)
• BMW 630i (E63)
• BMW 730i/li (E65/E66)
• E9X pre-LCI: BMW 318i, 320i, 323i, 325i, 328i, 330i, 335i
• E87 pre-LCI: BMW 116i, 118i, 120i
• E82 (similar to E87): 135i
• E81 (similar to E87): 118d
• BMW Z4 (E85) LCI
• BMW Z4 (E86 similar to E85)): all models except Z4 M
• BMW Z4 (E89): 23i / 30i
• 2010–2012 Hyundai Genesis Coupe 3.8 L

6HP 19A

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The 6HP 19A is a variation of the 6HP 19 for Four-wheel drive applications (German: Allrad, all wheel). It was used by the Volkswagen Group for some permanent four-wheel drive models.

• Audi (B6) S4 (Typ 8E/8H)
• Audi (B7) A4/S4 (Typ 8E/8H)
• Audi A6 (Typ C6/4F): 3.0 TDI, 3.2 FSI, 4.2 FSI, 3.0 TFSI
• Audi Q5 (Typ 8R): 3.2 FSI (US only)

6HP 26

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The 6HP 26 was the initial version and first used by the BMW 7 Series (E65) in 2001. Initially only used by premium brands, it was later available on the 2009 model year V8 Hyundai Genesis.

Several versions of the 6HP 26 are available depending on application and brand: 6HP 26, 6HP 26A and 6HP 26X.

Ford has developed their own versions (Ford 6R 60 and Ford 6R 80) based on the 6HP 26. Therefore, certain Ford vehicles will not be listed.

• 2001–2008 BMW 7 Series (E65):[7] 735i, 745i, 760i, 730d and 740d
• 2002–2005 Jaguar XK8/XKR (X100)[8]
• 2003–2012 Aston Martin DB9[9][10]
• 2003–2010 BMW 5 Series (E60)
• 2003–2010 BMW 6 Series (E63) pre-LCI: 645i, 650i, 635d
• 2009–2012 Hyundai Genesis Sedan (4.6 L V8)
• 2003–2008 Jaguar S-Type
• 2003–2009 Jaguar XJ (X350)
• 2003–2012 Rolls-Royce Phantom
• 2005–2011 BMW 3 Series (E90) and E92
• 2005–2016 Ford Falcon (BF,[11] FG,[12] FG X turbocharged I6 and V8) Although production of the transmission ended in 2014, Ford retained sufficient inventory to last until end of Falcon production in 2016.[4]
• 2005–2014 Ford Territory (SY AWD;[13] SZ petrol)[14]
• 2005–2008 Lincoln Navigator (second generation facelift and third generation)
• 2006–2010 Jaguar XK/XKR (X150)
• 2007–2019 Maserati GranTurismo
• 2007–2012 Maserati Quattroporte
• 2007–present Rolls-Royce Phantom Drophead Coupé
• 2008–2012 Aston Martin DBS V12[10]
• 2008–2012 BMW 7 Series (F01) except 740d xDrive, 760i/Li and Hybrid 7
• 2008–2011 Kia Mohave
• 2008–2012 Jaguar XF (X250)
• 2006–2009 Bentley Arnage
• 2008–2011 Bentley Brooklands
• 2010–2014 Aston Martin Rapide[10]
• 2011 Hyundai Equus
• 2011–2012 Aston Martin Virage
• 2012–2014 Aston Martin Vanquish

6HP 26A

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The 6HP 26A is a variation of the 6HP 26 for Four-wheel drive applications (Allrad, all wheel). It was used by the Volkswagen Group for some permanent four-wheel drive models and packages a TORSEN type center differential, and open front differential into the transmission assembly.

• 2006–2010 Audi Q7 (Typ 4L) all models except 6.0 L V12 TDI
• 2003–2009 Audi A8 (D3, Typ 4E)
• 2006–2009 Audi S8 (D3, Typ 4E)
• 2003–2011 Bentley Continental GT
• 2005–2013 Bentley Flying Spur
• 2006–2011 Audi S6 (C6, Typ 4F)
• 2002–2011 Volkswagen Phaeton Typ 3D

6HP 26X & 6HP 26Z

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The 6HP 26X and 6HP 26Z is another variation of the 6HP 26, also for Four-wheel drive applications. This transmission is suitable for 4WDs with a separate transfer box (the "X" stands for external 4WD).

• 2006–2013 Land Rover Range Rover: with Jaguar type engines or TDV8
• 2006–2013 Land Rover Range Rover Sport: 4.4 L and 5.0 L AJV8 models
• 2005–2009 Land Rover Discovery 3 (LR3 in North America)
• 2010–2013 Land Rover Discovery 4 (LR4 in North America)
• 2007 BMW X3 (E83): 3.0d (some models)
• 2005–2011 BMW 3 Series (E90): 330(x)d, (E90/91): xDrive
• 2004–2006 BMW X5 (E53) V8 and 3.0D
• 2007–2013 BMW X5 (E70) (Facelift models use 8HP Except North American Diesel models which had 6HP and M57 till the end of production in 2013)
• 2007–2010 BMW 5 Series (E60) LCI: xDrive
• 2003–2010 Porsche Cayenne (Typ 9PA)
• 2003–2010 VW Touareg (Typ 7L)

6HP 32

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• BMW E65 LCI: 745d

6HP 32A

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The 6HP 32A is a variation of the 6HP 32 for Four-wheel drive applications (Allrad, all wheel).

• Audi Q7 6.0 L V12 TDI

Second Generation · 2007

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6HP 21

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• 2011–2014 Ford Falcon (FG2 turbocharged I4, naturally-aspirated I6, turbocharged I6 and supercharge V8)
• 2014–2016 Ford Falcon (FG X turbocharged I4, naturally-aspirated I6, turbocharged I6 and supercharged V8)[4]
• 2014–2016 Ford Territory (SZ II petrol)[14]
• 2010–2012 BMW 320d LCI (Thailand) with engine N47D20
• 2011–2013 BMW 335i (E9X)
• 2013–2015 BMW X1 (E84): xDrive35i
• 2009 LCI BMW 528i (E60) with engine N52B30AE
• 2014–Present Maxus G10
• 2007–2009 BMW 520d (E61) LCI with engine N47D20A

6HP 28

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• 2009–2012 Jaguar XF (X250)
• 2009–2014 Jaguar XK (X150)
• 2010–2012 Jaguar XJ (X351)
• 2009–2013 BMW E90 LCI: 325d, 330d, 335d
• 2007–2009 BMW E60 LCI: 530d, 535d, 535i, 540i, 550i
• 2007–2010 BMW E63 LCI: 635d, 650i
• 2009–2012 BMW F01: 750i
• 2009–2012 BMW F02: 750Li
• 2008–2010 Audi RS6 (C6, Typ 4F)
• 2008–2009 Audi A4 and A5 B8 quattro models

6HP 34

[edit]

The 6HP 34 was planned for high-output applications. As the successor 8HP was about to be launched and innovations are typically introduced first in the premium segment, the 6HP 34 never went into production.[1]

See also

[edit]

• List of ZF transmissions

References

[edit]

1. ^ a b c "ZF 6HP34" (PDF). ZF Friedrichshafen AG. Retrieved 18 September 2009.[permanent dead link]
2. ^ a b Riley, Mike (2013-09-01). "Lepelletier Planetary System". Transmission Digest. Archived from the original on 2023-06-21. Retrieved 2023-03-03.
3. ^ a b "More than Seven Million: ZF Ends Production of Successful 6-Speed Automatic Transmission" (Press release). ZF Friedrichshafen. 31 March 2014. Retrieved 2 August 2016.
4. ^ a b c d "Review: Ford FG X Falcon (2014–16)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.
5. ^ "ZF 6HP26 Transmission" (PDF). Retrieved 2017-02-02.
6. ^ Kasuya, Satoru; Taniguchi, Takao; Tsukamoto, Kazumasa; Hayabuchi, Masahiro; Nishida, Masaaki; Suzuki, Akitomo; Niki, Hiroshi (2005). "AISIN AW New High Torque Capacity Six-Speed Automatic Transmission for FWD vehicles". SAE Transactions. 114: 1193–1201. ISSN 0096-736X. JSTOR 44725152. Archived from the original on 2020-07-20. Retrieved 2020-07-09.
7. ^ Markus, Frank (November 2001). "BMW 745i – First Drive Review". Car and Driver. Archived from the original on 18 September 2014.
8. ^ "2003 model year XK service training technical guide" (PDF). Jaguar Cars North America. 30 September 2002. p. 4. Archived from the original (PDF) on 8 January 2016.
9. ^ Crawford, Anthony (25 July 2007). "2007 Aston Martin DB9 Coupe Road Test". CarAdvice. Retrieved 13 September 2016.
10. ^ a b c "Aston Martin Automatic Gearboxes". JT Automatics Ltd. Archived from the original on 25 April 2016.
11. ^ "Review: Ford BF Falcon (2005–10)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.
12. ^ "Review: Ford FG Falcon (2008–14)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.
13. ^ "Review: Ford SY Territory (2005–11)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.
14. ^ a b "Review: Ford SZ Territory (2011–16)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.