Mercedes-Benz 7G-Tronic Transmission - Wikipedia

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Motor vehicle automatic transmission model Motor vehicle
7G-Tronic
Mercedes-Benz 7G-Tronic transmission
Overview
ManufacturerDaimler AG
Model codeW7A 400 · W7A 700 · Type 722.9
Production2003–2020
Body and chassis
Class7-speed longitudinal automatic transmission
RelatedZF 6HP · ZF 8HP
Chronology
Predecessor5G-Tronic
Successor9G-Tronic

7G-Tronic is Mercedes-Benz's trademark name for its 7-speed automatic transmission type 722.9. It was produced from 2003 to 2020 in different variants as converter-7-gear-automatic transmission (German: Wandler-7-Gang-Automatik). The core models W7A 400 and W7A 700 are for engines up to 400 N⋅m (295 lb⋅ft) or 700 N⋅m (516 lb⋅ft) maximum input torque.

This fifth-generation transmission was the first 7-speed automatic transmission ever used on a production passenger vehicle.[1] It initially debuted in Autumn 2003 on 5 different V8-cylinder models: the E 500, S 430, S 500, CL 500, and SL 500. It became available on many 6-cylinder models too. Turbocharged V12 engines, 4-cylinder applications and commercial vehicles continued to use the older Mercedes-Benz 5G-Tronic transmission for many years.

The company claims that the 7G-Tronic is more fuel efficient and has shorter acceleration times and quicker intermediate sprints than the outgoing 5-speed automatic transmission.[1] It has 2 reverse gears.

The transmission can skip gears when downshifting. It also has a torque converter lock-up on all 7 gears, allowing better transmission of torque for improved acceleration. The transmission's casing is made of magnesium alloy, a first for the industry, to save weight.[2] The 7G-Tronic transmission is built at the Mercedes-Benz Stuttgart-Untertuerkheim plant in Germany, the site of Daimler-Benz's original production facility.

In July 2009, Mercedes-Benz announced they are working on a new nine-speed automatic.[3]

Gear Ratios[a]
Model Type FirstDelivery Gear Total Span Avg.Step Components
R 2 R 1 1 2 3 4 5 6 7 Nomi-nal Effec-tive Cen-ter Total perGear[b]
W7A All 722.9NAG 2[c] 2003 −2.231 −3.416 4.377 2.859 1.921 1.368 1.000 0.820 0.728 6.016 4.695 1.785 1.349 4 Gearsets4 Brakes3 Clutches 1.571
  1. ^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage
  2. ^ Forward gears only
  3. ^ 2nd generation of advanced automatic transmissions, at Mercedes-Benz referred to as NAG 2 (New Automatic Gearbox Generation, starting with type 722.6 as generation 1 and continuing with type 722.9 as generation 2)[4]

Specifications

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Operating Modes

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Regular

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In normal condition it sequentially shift gears, but if required it can skip some gears, that are: 7 to 5, 6 to 2, 5 to 3 and 3 to 1.[5] On vehicles with 6 or 8 cylinder engines with comfort mode engaged, as well as on off-road vehicles with low range selected, the transmission will always use 2nd gear as initial gear.[6]

„Limp-Home Mode“

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If the transmission control unit senses a critical fault during driving, it will activate an emergency operating mode: Upon hydraulic failures, it will stop shifting gears and permanently retain the currently selected gear; if the failure can be pinpointed to one of the internal hydraulic control valves, the transmission will continue shifting but stop using the affected gear(s). Upon electrical failure, the transmission shifts to 6th gear. If the critical fault persists after the vehicle is stopped and the engine restarted, only 2nd gear and reverse gear #2 are available.[5]

AMG SpeedShift

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AMG SpeedShift TCT

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The TCT transmission is essentially the 7G-Tronic automatic transmission including "Torque Converter Technology". Sporty, performance-oriented version with the same gear ratios. First used in 2005 Mercedes-Benz SLK 55 AMG.[7] In 2007, 7G-Tronic transmission with AMG SpeedShift was also called '7G-Tronic Sport'.[8]

AMG SpeedShift MCT

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Mercedes-AMG developed the 7-speed MCT "Multi Clutch Technology" planetary automatic transmission. The MCT transmission is essentially the 7G-Tronic automatic transmission without a torque converter. Instead of a torque converter, it uses a compact wet startup clutch to launch the car from a stop and also supports computer-controlled double-clutching. The MCT (Multi-Clutch Technology) acronym refers to a planetary (automatic) transmission's multiple clutches and bands for each gear.[9]

The MCT is fitted with 4 drive modes: "C" (Comfort), "S" (Sport), "S+" (Sport plus) and "M" (Manual) and boasts 0.1 second shifts in "M" and "S+" modes. MCT-equipped cars are also fitted with the new AMG Drive Unit with an innovative Race Start function. The AMG Drive Unit is the central control unit for the AMG SpeedShift MCT 7-speed sports transmission and all driving dynamics functions. The driver can change gears either using the selector lever or by nudging the steering-wheel shift paddles. The new Race start Function is a launch control system that enables the driver to call on maximum acceleration while ensuring optimum traction of the driven wheels.

It is available on the 2009 SL 63 AMG and E 63 AMG, and will be used for the 2011 S 63 AMG and CL 63 AMG, and the 2012 CLS 63 AMG and C 63 AMG. Compulsory on the 2014 CLS 63 and E 63 AMG models, as well as their "S--Model" variants. Improved with the release of the 2015 model year, by decreasing the lag time between shifts.

Combined Parallel and Serial Coupled Gearset Concept For More Gears And Improved Cost-Effectiveness

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This is Mercedes-Benz second generation of advanced automatic transmissions. The design is more advanced than its direct predecessor, but significantly less economical than its competitors. Since Mercedes can charge higher prices than many of its competitors, it was possible to include the 7G-Tronic in the range. With its all new parallel power flow the W7A is referred to at Mercedes-Benz as NAG 2 (New Automatic Gearbox Generation, starting with type 722.6 as generation 1 and continuing with type 722.9 as generation 2).[4]

Gearset Concept: Cost-Effectiveness[a]
WithAssessment Output:GearRatios InnovationElasticity[b]Δ Output : Δ Input Input: Main Components
Total Gearsets Brakes Clutches
W7ARef. 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 ⋅ n I 2 n I 1 − n I 2 {\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\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}}}}
W7AW5A[c] 7[d]5[d] Progress[b] 11[10][5][11]9 4[e]3 43 33
Δ Number 2 2 1 1 0
Relative Δ 0.400 2 5 {\displaystyle {\tfrac {2}{5}}} 1.800[b] 2 5 : 2 9 = 2 5 ⋅ 9 2 = 9 5 {\displaystyle {\tfrac {2}{5}}:{\tfrac {2}{9}}={\tfrac {2}{5}}\cdot {\tfrac {9}{2}}={\tfrac {9}{5}}} 0.222 2 9 {\displaystyle {\tfrac {2}{9}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 0.000 0 3 {\displaystyle {\tfrac {0}{3}}}
W7AZF 8HP[f] 7[d]8[g] LateMarket Position[b] 119 4[e]4 43 32
Δ Number -1 -2 0 -1 -1
Relative Δ −0.125 − 1 8 {\displaystyle {\tfrac {-1}{8}}} −0.562[b] − 1 8 : 2 9 = − 1 8 ⋅ 9 2 = − 9 16 {\displaystyle {\tfrac {-1}{8}}:{\tfrac {2}{9}}={\tfrac {-1}{8}}\cdot {\tfrac {9}{2}}={\tfrac {-9}{16}}} 0.222 2 9 {\displaystyle {\tfrac {2}{9}}} 0.000 0 4 {\displaystyle {\tfrac {0}{4}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 0.500 1 2 {\displaystyle {\tfrac {1}{2}}}
W7AZF 6HP[h] 7[d]6[g] EarlyMarket Position[b] 118 4[e]3[e] 42 33
Δ Number 1 3 1 2 0
Relative Δ 0.167 1 6 {\displaystyle {\tfrac {1}{6}}} 0.444[b] 1 6 : 3 8 = 1 6 ⋅ 8 3 = 4 9 {\displaystyle {\tfrac {1}{6}}:{\tfrac {3}{8}}={\tfrac {1}{6}}\cdot {\tfrac {8}{3}}={\tfrac {4}{9}}} 0.375 3 8 {\displaystyle {\tfrac {3}{8}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 1.000 2 2 {\displaystyle {\tfrac {2}{2}}} 0.000 0 3 {\displaystyle {\tfrac {0}{3}}}
W7A3-Speed[i] 7[d]3[g] HistoricalMarket Position[b] 117 42 43 32
Δ Number 4 4 2 1 1
Relative Δ 1.333 4 3 {\displaystyle {\tfrac {4}{3}}} 2.333[b] 4 3 : 4 7 = 4 3 ⋅ 7 4 = 7 3 {\displaystyle {\tfrac {4}{3}}:{\tfrac {4}{7}}={\tfrac {4}{3}}\cdot {\tfrac {7}{4}}={\tfrac {7}{3}}} 0.571 4 7 {\displaystyle {\tfrac {4}{7}}} 1.00 2 2 {\displaystyle {\tfrac {2}{2}}} 0.333 1 3 {\displaystyle {\tfrac {1}{3}}} 0.500 1 2 {\displaystyle {\tfrac {1}{2}}}
  1. ^ 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
  2. ^ a b c d e f g h i j 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)
  3. ^ Direct Predecessor
    • To reflect the progress of the specific model change
  4. ^ a b c d e plus 2 reverse gears
  5. ^ a b c d of which 2 gearsets are combined as a compound Ravigneaux gearset
  6. ^ Reference Standard (Benchmark)
    • In 2008 the 8HP became the new reference standard (benchmark) for automatic transmissions
  7. ^ a b c plus 1 reverse gear
  8. ^ Reference Standard (Benchmark) at that time
    • The 6HP became the new reference standard (benchmark) for automatic transmissions at that time
  9. ^ Historical 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 W7A uses no bands nor sprag clutches.[5] It is fully electronic controlled. Torque converter lock-up can operate in all 7 forward gears.[5]

As shown in the assessment table below, the biggest weakness of the gearset concept is the two consecutive reductions in speed increase in 6th and 7th gear.

Gear Ratio Analysis
In-Depth AnalysisWith Assessment[a] Planetary Gear Set: Teeth[b] Count Nomi-nal[c]Effec-tive[d] Cen-ter[e]
Ravigneaux Simple Avg.[f]
ModelType VersionFirst Delivery S1[g]R1[h] S2[i]R2[j] S3[k]R3[l] S4[m]R4[n] BrakesClutches RatioSpan GearStep[o]
GearRatio R 3[p] i R 3 {\displaystyle {i_{R3}}} R 2 i R 2 {\displaystyle {i_{R2}}} R 1 i R 1 {\displaystyle {i_{R1}}} 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}}}
Step[o] i R 2 i R 3 {\displaystyle {\color {gray}{\frac {i_{R2}}{i_{R3}}}}} i R 1 i R 2 {\displaystyle {\frac {i_{R1}}{i_{R2}}}} − i R 1 i 1 {\displaystyle -{\frac {i_{R1}}{i_{1}}}} [q] i 1 i 1 {\displaystyle {\frac {i_{1}}{i_{1}}}} i 1 i 2 {\displaystyle {\frac {i_{1}}{i_{2}}}} [r] 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}}}} i 6 i 7 {\displaystyle {\frac {i_{6}}{i_{7}}}}
Δ Step[s][t] i R 1 i R 2 : i R 2 i R 3 {\displaystyle {\color {gray}{\tfrac {i_{R1}}{i_{R2}}}:{\tfrac {i_{R2}}{i_{R3}}}}} 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}}}}
ShaftSpeed i 1 i R 3 {\displaystyle {\color {gray}{\frac {i_{1}}{i_{R3}}}}} i 1 i R 2 {\displaystyle {\frac {i_{1}}{i_{R2}}}} i 1 i R 1 {\displaystyle {\frac {i_{1}}{i_{R1}}}} 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}}}} i 1 i 7 {\displaystyle {\frac {i_{1}}{i_{7}}}}
Δ ShaftSpeed[u] i 1 i R 2 − i 1 i R 3 {\displaystyle {\color {gray}{\tfrac {i_{1}}{i_{R2}}}-{\tfrac {i_{1}}{i_{R3}}}}} i 1 i R 1 − i 1 i R 2 {\displaystyle {\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}} 0 − i 1 i R 1 {\displaystyle 0-{\tfrac {i_{1}}{i_{R1}}}} 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}}}}
SpecificTorque[v] T 2 ; R 3 T 1 ; R 3 {\displaystyle {\color {gray}{\tfrac {T_{2;R3}}{T_{1;R3}}}}} [w] T 2 ; R 2 T 1 ; R 2 {\displaystyle {\tfrac {T_{2;R2}}{T_{1;R2}}}} [w] T 2 ; R 1 T 1 ; R 1 {\displaystyle {\tfrac {T_{2;R1}}{T_{1;R1}}}} [w] T 2 ; 1 T 1 ; 1 {\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}} [w] T 2 ; 2 T 1 ; 2 {\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}} [w] T 2 ; 3 T 1 ; 3 {\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}} [w] T 2 ; 4 T 1 ; 4 {\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}} [w] T 2 ; 5 T 1 ; 5 {\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}} [w] T 2 ; 6 T 1 ; 6 {\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}} [w] T 2 ; 7 T 1 ; 7 {\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}} [w]
Efficiency η n {\displaystyle \eta _{n}} [v] T 2 ; R 3 T 1 ; R 3 : i R 3 {\displaystyle {\color {gray}{\tfrac {T_{2;R3}}{T_{1;R3}}}:{i_{R3}}}} T 2 ; R 2 T 1 ; R 2 : i R 2 {\displaystyle {\tfrac {T_{2;R2}}{T_{1;R2}}}:{i_{R2}}} T 2 ; R 1 T 1 ; R 1 : i R 1 {\displaystyle {\tfrac {T_{2;R1}}{T_{1;R1}}}:{i_{R1}}} 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}}} T 2 ; 7 T 1 ; 7 : i 7 {\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}:{i_{7}}}
W7A ALL722.9 700 N⋅m (516 lb⋅ft)2003[10][11] 4286 86110 2876 46114 43 6.01624.6948[d][q] 1.7846
1.3486[o]
GearRatio −1.4987[p] 598 399 {\displaystyle {\color {gray}{\tfrac {598}{399}}}} −2.2307 38 , 272 17 , 157 {\displaystyle {\tfrac {38,272}{17,157}}} −3.4157[q][d] − 8 , 372 2 , 451 {\displaystyle -{\tfrac {8,372}{2,451}}} 4.3772 203 , 840 46 , 569 {\displaystyle {\tfrac {203,840}{46,569}}} 2.8586[t] 133 , 120 46 , 569 {\displaystyle {\tfrac {133,120}{46,569}}} 1.9206 2 , 080 1 , 083 {\displaystyle {\tfrac {2,080}{1,083}}} 1.3684[t] 26 19 {\displaystyle {\tfrac {26}{19}}} 1.0000[o] 1 1 {\displaystyle {\tfrac {1}{1}}} 0.8204[u] 38 , 272 46 , 651 {\displaystyle {\tfrac {38,272}{46,651}}} 0.7276[u] 8 , 372 11 , 507 {\displaystyle {\tfrac {8,372}{11,507}}}
Step 1.4884 1.5313 0.7804[q] 1.0000 1.5313 1.4884 1.4035 1.3684[o] 1.2189 1.1276
Δ Step[s] 1.0288 1.0288[t] 1.0605 1.0256[t] 1.1226 1.0810
Speed –2.9205 –1.9622 –1.2815 1.0000 1.5313 2.2791 3.1987 4.3772 5.3355 6.0162
Δ Speed 0.9583 0.6808 1.2815 1.0000 0.5313 0.7478 0.9196 1.1785 0.9583[u] 0.6808[u]
SpecificTorque[v] –1.4473–1.4219 –2.1400–2.0955 –3.2433–3.1594 4.25604.1965 2.80832.7833 1.89931.8886 1.36111.3574 1.0000 0.81310.8094 0.71790.7130
Efficiency η n {\displaystyle \eta _{n}} [v] 0.96570.9487 0.95930.9394 0.94950.9250 0.97230.9587 0.98240.9737 0.98890.9834 0.99460.9919 1.0000 0.99120.9866 0.98680.9799
Actuated Shift Elements[x]
Brake 1[y] ❶ ❶ ❶
Brake 2[z] ❶ ❶ ❶ ❶
Brake 3[aa] ❶ ❶ ❶
Brake BR[ab] ❶[p] ❶ ❶
Clutch 1[ac] ❶[p] ❶ ❶ ❶
Clutch 2[ad] ❶ ❶ ❶ ❶
Clutch 3[ae] ❶[p] ❶ ❶ ❶ ❶ ❶ ❶ ❶ ❶
Geometric Ratios
RatioR3 & R2 & 5Ordinary[af]ElementaryNoted[ag] i R 3 = − S 4 ( S 3 + R 3 ) S 3 R 4 {\displaystyle {\color {gray}i_{R3}=-{\frac {S_{4}(S_{3}+R_{3})}{S_{3}R_{4}}}}} [p] i R 2 = − S 4 ( S 1 + R 1 ) ( S 3 + R 3 ) R 1 S 3 R 4 {\displaystyle i_{R2}=-{\frac {S_{4}(S_{1}+R_{1})(S_{3}+R_{3})}{R_{1}S_{3}R_{4}}}} i 5 = 1 1 {\displaystyle i_{5}={\frac {1}{1}}}
i R 3 = − ( 1 + R 3 S 3 ) S 4 R 4 {\displaystyle {\color {gray}i_{R3}=-\left(1+{\tfrac {R_{3}}{S_{3}}}\right){\tfrac {S_{4}}{R_{4}}}}} [p] i R 2 = − ( 1 + S 1 R 1 ) ( 1 + R 3 S 3 ) S 4 R 4 {\displaystyle i_{R2}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right){\tfrac {S_{4}}{R_{4}}}}
RatioR1 & 1Ordinary[af]ElementaryNoted[ag] i R 1 = − S 4 ( S 2 + R 2 ) ( S 3 + R 3 ) S 2 S 3 R 4 {\displaystyle i_{R1}=-{\frac {S_{4}(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}S_{3}R_{4}}}} i 1 = ( S 2 + R 2 ) ( S 3 + R 3 ) ( S 4 + R 4 ) S 2 R 3 R 4 {\displaystyle i_{1}={\frac {(S_{2}+R_{2})(S_{3}+R_{3})(S_{4}+R_{4})}{S_{2}R_{3}R_{4}}}}
i R 1 = − ( 1 + R 2 S 2 ) ( 1 + R 3 S 3 ) S 4 R 4 {\displaystyle i_{R1}=-\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right){\tfrac {S_{4}}{R_{4}}}} i 1 = ( 1 + R 2 S 2 ) ( 1 + S 3 R 3 ) ( 1 + S 4 R 4 ) {\displaystyle i_{1}=\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\right)}
Ratio2–4Ordinary[af]ElementaryNoted[ag] i 2 = ( S 1 + R 1 ) ( S 3 + R 3 ) ( S 4 + R 4 ) R 1 R 3 R 4 {\displaystyle i_{2}={\frac {(S_{1}+R_{1})(S_{3}+R_{3})(S_{4}+R_{4})}{R_{1}R_{3}R_{4}}}} i 3 = ( S 3 + R 3 ) ( S 4 + R 4 ) R 3 R 4 {\displaystyle i_{3}={\frac {(S_{3}+R_{3})(S_{4}+R_{4})}{R_{3}R_{4}}}} i 4 = S 3 + R 3 R 3 {\displaystyle i_{4}={\frac {S_{3}+R_{3}}{R_{3}}}}
i 2 = ( 1 + S 1 R 1 ) ( 1 + S 3 R 3 ) ( 1 + S 4 R 4 ) {\displaystyle i_{2}=\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\right)} i 3 = ( 1 + S 3 R 3 ) ( 1 + S 4 R 4 ) {\displaystyle i_{3}=\left(1+{\tfrac {S_{3}}{R_{3}}}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\right)} i 4 = 1 + S 3 R 3 {\displaystyle i_{4}=1+{\tfrac {S_{3}}{R_{3}}}}
Ratio6 & 7Ordinary[af]ElementaryNoted[ag] i 6 = S 4 ( S 1 + R 1 ) ( S 3 + R 3 ) S 4 ( S 1 + R 1 ) ( S 3 + R 3 ) + S 1 S 3 R 4 {\displaystyle i_{6}={\frac {S_{4}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{4}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}S_{3}R_{4}}}} i 7 = S 4 ( S 2 + R 2 ) ( S 3 + R 3 ) S 4 ( S 2 + R 2 ) ( S 3 + R 3 ) + R 2 S 3 R 4 {\displaystyle i_{7}={\frac {S_{4}(S_{2}+R_{2})(S_{3}+R_{3})}{S_{4}(S_{2}+R_{2})(S_{3}+R_{3})+R_{2}S_{3}R_{4}}}}
i 6 = 1 1 + R 4 S 4 ( 1 + R 1 S 1 ) ( 1 + R 3 S 3 ) {\displaystyle i_{6}={\tfrac {1}{1+{\tfrac {\tfrac {R_{4}}{S_{4}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}} i 7 = 1 1 + R 4 S 4 ( 1 + S 2 R 2 ) ( 1 + R 3 S 3 ) {\displaystyle i_{7}={\tfrac {1}{1+{\tfrac {\tfrac {R_{4}}{S_{4}}}{\left(1+{\tfrac {S_{2}}{R_{2}}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}}}}}
Kinetic Ratios
SpecificTorque[v]R3 & R2 & 5 T 2 ; R 3 T 1 ; R 3 = − ( 1 + R 3 S 3 η 0 ) S 4 R 4 η 0 {\displaystyle {\color {gray}{\tfrac {T_{2;R3}}{T_{1;R3}}}=-\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right){\tfrac {S_{4}}{R_{4}}}\eta _{0}}} [p] T 2 ; R 2 T 1 ; R 2 = − ( 1 + S 1 R 1 η 0 ) ( 1 + R 3 S 3 η 0 ) S 4 R 4 η 0 {\displaystyle {\tfrac {T_{2;R2}}{T_{1;R2}}}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right){\tfrac {S_{4}}{R_{4}}}\eta _{0}} T 2 ; 5 T 1 ; 5 = 1 1 {\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{1}}}
SpecificTorque[v]R1 & 1 T 2 ; R 1 T 1 ; R 1 = − ( 1 + R 2 S 2 η 0 3 2 ) ( 1 + R 3 S 3 η 0 ) S 4 R 4 η 0 {\displaystyle {\tfrac {T_{2;R1}}{T_{1;R1}}}=-\left(1+{\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right){\tfrac {S_{4}}{R_{4}}}\eta _{0}} [ah] T 2 ; 1 T 1 ; 1 = ( 1 + R 2 S 2 η 0 3 2 ) ( 1 + S 3 R 3 η 0 ) ( 1 + S 4 R 4 η 0 ) {\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}=\left(1+{\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}\right)} [ah]
SpecificTorque[v]2–4 T 2 ; 2 T 1 ; 2 = ( 1 + S 1 R 1 η 0 ) ( 1 + S 3 R 3 η 0 ) ( 1 + S 4 R 4 η 0 ) {\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}=\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}\right)} T 2 ; 3 T 1 ; 3 = ( 1 + S 3 R 3 η 0 ) ( 1 + S 4 R 4 η 0 ) {\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}=\left(1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}\right)} T 2 ; 4 T 1 ; 4 = 1 + S 3 R 3 η 0 {\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}=1+{\tfrac {S_{3}}{R_{3}}}\eta _{0}}
SpecificTorque[v]6 & 7 T 2 ; 6 T 1 ; 6 = 1 1 + R 4 S 4 ⋅ 1 η 0 ( 1 + R 1 S 1 η 0 ) ( 1 + R 3 S 3 η 0 ) {\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}={\tfrac {1}{1+{\tfrac {{\tfrac {R_{4}}{S_{4}}}\cdot {\tfrac {1}{\eta _{0}}}}{\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)}}}}} T 2 ; 7 T 1 ; 7 = 1 1 + R 4 S 4 ⋅ 1 η 0 ( 1 + S 2 R 2 η 0 3 2 ) ( 1 + R 3 S 3 η 0 ) {\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}={\tfrac {1}{1+{\tfrac {{\tfrac {R_{4}}{S_{4}}}\cdot {\tfrac {1}{\eta _{0}}}}{\left(1+{\tfrac {S_{2}}{R_{2}}}{\eta _{0}}^{\tfrac {3}{2}}\right)\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)}}}}} [ah]
  1. ^ Revised 16 November 2025
  2. ^ Layout
    • Input and output are on opposite sides
    • Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side
    • Input shafts are R1 and, if actuated, R3
    • Output shaft is C3 (planetary gear carrier of gearset 3)
  3. ^ 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
  4. ^ a b c 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
  5. ^ 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
  6. ^ 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
  7. ^ Sun 1: sun gear of gearset 1: inner Ravigneaux gearset
  8. ^ Ring 1: ring gear of gearset 1: inner Ravigneaux gearset
  9. ^ Sun 2: sun gear of gearset 2: outer Ravigneaux gearset
  10. ^ Ring 2: ring gear of gearset 2: outer Ravigneaux gearset
  11. ^ Sun 3: sun gear of gearset 3
  12. ^ Ring 3: ring gear of gearset 3
  13. ^ Sun 4: sun gear of gearset 4
  14. ^ Ring 4: ring gear of gearset 4
  15. ^ a b c d e 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 3) 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)
  16. ^ a b c d e f g h In line with the logic for the 2nd reverse gear of the predecessor 5G-Tronic, the extended layout provides this 3rd reverse gear, but it was not used in the transmission that was finally launched on the market
  17. ^ a b c d 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
  18. ^ 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)
  19. ^ a b From large to small gears (from right to left)
  20. ^ a b c d e 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)
  21. ^ a b c d e 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)
  22. ^ a b c d e f g h 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
  23. ^ a b c d e f g h i j 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}}^{\frac {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)
  24. ^ Permanently coupled elements
    • C1 and C2 (the common Ravigneaux carrier 1 + 2), and R4
    • R3 and C4 (carrier 4)
  25. ^ Blocks S1 (sun gear of the inner Ravigneaux geaset)
  26. ^ Blocks S3
  27. ^ Blocks R2 (ring gear of the outer Ravigneaux gearset)
  28. ^ Blocks R3 and C4 (carrier 4)
  29. ^ Couples S1 (sun gear of inner Ravigneaux gearset) with R2 (ring gear of outer Ravigneaux gearset)
  30. ^ Couples R1 (ring of inner Ravigneaux gearset) with R3 and C4 (carrier 4)
  31. ^ Couples S3 with S4
  32. ^ a b c d Ordinary Noted
    • For direct determination of the ratio
  33. ^ a b c d 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
  34. ^ a b c Power flow in gearset 2 (the outer Ravigneaux gearset)
    • the ring gear 1 driven by the turbine acts like an inverted sun gear 1 with the size of sun gear 2
    • this results in the following power flow:
      • R 1 ⇒ P i n i o n s 1 ⇒ P i n i o n s 2 ⇒ R 2 {\displaystyle R_{1}\Rightarrow Pinions_{1}\Rightarrow Pinions_{2}\Rightarrow R_{2}}
      • this three meshings are reflected in the exponent of the term for efficiency R 2 S 2 η 0 3 2 {\displaystyle {\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}} or S 2 R 2 η 0 3 2 {\displaystyle {\tfrac {S_{2}}{R_{2}}}{\eta _{0}}^{\tfrac {3}{2}}}
      • nevertheless, all gear dimensions of gear set 1 can be shortened completely

Applications

[edit]

Mercedes models

[edit]

Mercedes C-Class

[edit]
  • 2005–2007 Mercedes-Benz W203 (C 320 CDI, C 230, C 280, C 350; post-facelift)
  • 2005–2007 Mercedes-Benz CL203 (C 230 Sport Coupé, C 350 Sport Coupé; post-facelift), (CLC 250, CLC 350)
  • 2007–2011 Mercedes-Benz C-Class (W204) (C 320 CDI)
  • 2011–2018 Mercedes-Benz W204 (C 63 AMG, C 63 AMG Black Series)
  • 2014 Mercedes-Benz W205 (C 180)

Mercedes E-Class

[edit]
  • 2009–2016 Mercedes-Benz W212 (E 200 AMG 7G-Tronic, E 63 AMG)
  • 2009–2013 Mercedes-Benz W212 (E 200 AMG 7G-Tronic)
  • 2007–2009 Mercedes-Benz W211 (E 230 V6 7G-Tronic)

Mercedes S-Class

[edit]
  • 2013–2017 Mercedes-Benz W222 (all models except Maybach S 500 and Maybach S 500 4Matic)
  • 2017–2020 Mercedes-Benz W222 (V12 models only)

Mercedes SLK-Class

[edit]
  • 2004–2011 Mercedes-Benz R171
  • 2011–2015 Mercedes-Benz R172

Mercedes CLS-Class

[edit]
  • 2003–2010 Mercedes-Benz C219
  • 2010–2018 Mercedes-Benz C218

Mercedes CLK-Class

[edit]
  • 2002–2010 Mercedes-Benz C209

Mercedes CLA-Class

[edit]
  • 2016–2019 Mercedes-Benz C117

Non Mercedes-Benz models

[edit]

Infiniti

[edit]
  • 2014–2019 Infiniti Q50 (2.0t (M274 DE20 LA)[12]).
  • 2015–2016 Infiniti Q50 (2.2d (OM651 22 LA)[13]).
  • 2017–2018 Infiniti Q60 (2.0t (M274 DE20 LA)).

SsangYong Motor

[edit]
  • 2017–2020 SsangYong Rexton G4 (2.2 e-XDi Euro 6 Turbo-Diesel)
  • SsangYong Rodius Korando Turismo (in South Korea)
  • SsangYong Rodius Turismo (in UK)

See also

[edit]
  • List of Daimler AG transmissions

References

[edit]
  1. ^ a b "7G-Tronic: Mercedes-Benz presents the world's first seven-speed automatic transmission for passenger cars" (PDF). DaimlerChrysler press release. Archived from the original (PDF) on 2011-07-06. Retrieved 2011-02-22.
  2. ^ Borozan, Ion Silviu; Argeșanu, Veronica; Maniu, Inocențiu; Kulcsar, Raul Miklos; Jula, Mihaela (2014). "Metallographic analysis of the 7G-Tronic automatic gearbox housing" (PDF). International Journal of Materials. 1: 119–125. eISSN 2313-0555. Archived (PDF) from the original on 2025-11-07. Retrieved 2025-11-07 – via NAUN.org.
  3. ^ 19 July 2010. "Merc plans nine-speed auto'". Autocar.co.uk. Retrieved 2010-07-20.{{cite web}}: CS1 maint: numeric names: authors list (link)
  4. ^ a b "50 years of automatic transmissions from Mercedes-Benz". media.mercedes-benz.com. 2011-04-12. Retrieved 2024-10-29.
  5. ^ a b c d e "Mercedes Benz 722.9 Training Manual" (PDF).
  6. ^ "Mercedes Benz 722.9 Workshop Tips and Tricks Manual" (PDF).
  7. ^ "Daimler Global Media Site > Mercedes-Benz Cars > AMG". Archived from the original on 2009-08-04. Retrieved 2009-07-20.
  8. ^ "The new-generation SLK: More powerful, more economical, more intense | Daimler Global Media Site > Mercedes-Benz Cars > Mercedes-Benz P. Cars > Roadsters > SLK-Class". Archived from the original on 2009-11-10. Retrieved 2009-07-21.
  9. ^ "New 7-speed AMG SPEEDSHIFT MCT". Archived from the original on 2009-01-31. Retrieved 2010-07-29.
  10. ^ a b "7G-Tronic Automatic Transmission Catalog (722.9)" (PDF). Ukrainian Transmission Centre. Automatic Transmission Rebuilders Association. Archived from the original (PDF) on 2022-10-13.
  11. ^ a b "Mercedes-Benz Automatic Transmission 722.9 Technical Training Materials - PDF Free Online". Archived from the original on 2019-06-28. Retrieved 2019-06-28.
  12. ^ "First view of Mercedes 2.0 turbo in the Infiniti Q50".
  13. ^ "Infiniti Q50 2,2d Sport vs. Mercedes-Benz C220 BlueTEC 7G-tronic". 18 October 2014.
[edit]
  • 7g-Tronic ECU Repair
  • GermanCarFans
  • "7G-Tronic: Mercedes-Benz presents the world's first seven-speed automatic transmission for passenger cars" (PDF). DaimlerChrysler press release. Archived from the original (PDF) on 6 July 2011. Retrieved 14 October 2008.
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