Mercedes-Benz 5G-Tronic transmission

5G-TronicisMercedes-Benz's trademark name for its five-speed automatic transmission, starting off with the W5A 580 and W5A 330 (Wandler-5-Gang-Automatik bis 580 oder 330 Nm Eingangsdrehmoment; converter-5-gear-automatic with 330 N⋅m (243 lb⋅ft) or 580 N⋅m (428 lb⋅ft) maximum input torque; type 722.6) as core models.

5G-Tronic
Overview
Manufacturer	Mercedes-Benz Group AG Chrysler Group LLC FCA-US
Also called	Mercedes 722.6, Chrysler NAG1, Chrysler A580
Production	1996-2020
Body and chassis
Class	5-speed longitudinal automatic transmission
Chronology
Predecessor	Mercedes-Benz 4G-Tronic transmission
Successor	Mercedes-Benz 7G-Tronic transmission

Gear Model	R 2	R 1	1	2	3	4	5	Total Span	Avg. Step	Compo- nents
W5A 330 · 1996	−1.899	−3.100	3.932	2.408	1.486	1.000	0.830	4.735	1.475	3 Gearsets 3 Brakes 3 Clutches
W5A 580 · 1996	−1.926	−3.160	3.588	2.186	1.405	1.000	0.831	4.315	1.441
W5A 330 · 2004	−1.930	−3.147	3.951	2.423	1.486	1.000	0.833	4.742	1.476
W5A 580 · 2004	−1.926	−3.167	3.595	2.186	1.405	1.000	0.831	4.327	1.442

With Assessment		Planetary Gearset: Teeth^[a]			Count	Total	Avg.

Model Type	Version First Delivery	S₁^[b] R₁^[c]	S₂^[d] R₂^[e]	S₃^[f] R₃^[g]	Brakes Clutches	Ratio Span	Gear Step^[h]
Gear Ratio	R 2 ${i_{R2}}$	R 1 ${i_{R1}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$
Step	${\tfrac {i_{R1}}{i_{R2}}}$	$-{\tfrac {i_{R1}}{i_{1}}}$ ^[i]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[j]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$
Step 2^[k]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R2}}}$	${\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$
Δ Shaft Speed	${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$	$0-{\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$

W5A 280 722.6^[l]	280 N⋅m (207 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Ratio	−1.8986	−3.1002^[i]	3.9319	2.4079^[m]	1.4857^[m]	1.0000^[h]	0.8305^[n]

W5A 300 722.6^[o]	300 N⋅m (221 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Ratio	−1.8986	−3.1002^[i]	3.9319	2.4079^[m]	1.4857^[m]	1.0000^[h]	0.8305^[n]

W5A 330 722.6^[p]	330 N⋅m (243 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Gear Ratio	−1.8986 $-{\tfrac {966}{493}}$	−3.1002^[i] $-{\tfrac {120,744}{38,947}}$	3.9319 ${\tfrac {315,276}{80,185}}$	2.4079^[m] ${\tfrac {2,444}{1,015}}$	1.4857^[m] ${\tfrac {52}{35}}$	1.0000^[h] ${\tfrac {1}{1}}$	0.8305^[n] ${\tfrac {60,372}{72,697}}$
Step	1.6329	0.7885^[i]	1.0000	1.6329	1.6207	1.4857^[h]	1.2042
Step 2^[k]				1.0075^[m]	1.0908^[m]	1.2338
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[n]

W5A 400 722.6^[q]	400 N⋅m (295 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Ratio	−1.9259	−3.1605^[i]	3.5876	2.1862^[m]	1.4054^[m]	1.0000	0.8314^[n]

W5A 580 722.6^[r]	580 N⋅m (428 lb⋅ft) 1996^[1]^[2]	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1605^[i] $-{\tfrac {256}{81}}$	3.5876 ${\tfrac {3,584}{999}}$	2.1862^[m] ${\tfrac {728}{333}}$	1.4054^[m] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8314^[n] ${\tfrac {3,328}{4,003}}$
Step	1.6410	0.8810^[i]	1.0000	1.6410	1.5556	1.4054	1.2028
Step 2^[k]				1.0549^[m]	1.1068^[m]	1.1684
Speed	–1.8628	–1.1351	1.0000	1.6410	2.5527	3.5876	4.3152
Δ Speed	0.7277	1.1351	1.0000	0.6410	0.9117	!1.0349	0.7277^[n]

W5A 900 722.6^[s]	900 N⋅m (664 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Ratio	−1.9259	−3.1605^[i]	3.5876	2.1862^[m]	1.4054^[m]	1.0000	0.8314^[n]

W5A 330 722.6^[t]	330 N⋅m (243 lb⋅ft) Chrysler · 2004	58 92	34 70	65 103	3 3	4.7425	1.4757^[h]
Gear Ratio	−1.9303 $-{\tfrac {3,380}{1,751}}$	−3.1473^[i] $-{\tfrac {126,750}{40,273}}$	3.9510 ${\tfrac {9,360}{2,369}}$	2.4233^[m] ${\tfrac {1,248}{515}}$	1.4857^[m] ${\tfrac {52}{35}}$	1.0000^[h] ${\tfrac {1}{1}}$	0.8331^[n] ${\tfrac {253,500}{304,279}}$
Step	1.6304	0.7966^[i]	1.0000	1.6304	1.6311	1.4857^[h]	1.2003
Step 2^[k]				0.9996^[m]	1.0978^[m]	1.2378
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[n]

W5A 580 722.6^[u]	580 N⋅m (428 lb⋅ft) Chrysler · 2004	58 90	30 74	60 108	3 3	4.3266	1.4422^[h]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1671^[i] $-{\tfrac {3,848}{1,215}}$	3.5951 ${\tfrac {1,456}{405}}$	2.1862^[m] ${\tfrac {728}{333}}$	1.4054^[m] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8309^[n] ${\tfrac {3,848}{4,631}}$
Step	1.6444	0.8810^[i]	1.0000	1.6444	1.5556	1.4054	1.2035
Step 2^[k]				1.0571^[m]	1.1068^[m]	1.1678
Speed	–1.8667	–1.1351	1.0000	1.6444	2.5580	3.5951	4.3266
Δ Speed	0.7315	1.1351	1.0000	0.6444	0.9136	1.0370	0.7315^[n]

Ratio R & even	$i_{R2}=-{\tfrac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$			$i_{2}={\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$		$i_{4}={\tfrac {1}{1}}$
Ratio R & odd	$i_{R1}=-{\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$		${\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$		${\tfrac {S_{2}+R_{2}}{R_{2}}}$	${\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$
Algebra And Actuated Shift Elements^[v]
Brake 1^[w]		❶	❶				❶
Brake 2^[x]			❶	❶	❶
Brake BR^[y]	❶	❶
Clutch 1^[z]	❶			❶	❶	❶
Clutch 2^[aa]					❶	❶	❶
Clutch 3^[ab]	❶	❶	❶	❶		❶	❶

^ Layout • Input and output are on opposite sides • Planetary gearset 1 is on the input (turbine) side • Input shafts are R₁ and, if actuated, R₂ • Output shaft is C₂ (planetary gear carrier of gearset 3) ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2 ^ Ring 2: ring gear of gearset 2 ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o Standard 50/50: 50/50 are above/below average step With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first two) is always larger and the upper half of them (rounded up, here the last two) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Standard REV: reverse gear is similar to 1^st gear Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency ^ Standard FIRST: gear step 1^st to 2^nd gear With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory ^ ^a ^b ^c ^d ^e From right to left ^ for Vans: Vito · Sprinter · Vario^[1]^[2] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x Standard SECOND: 2^nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2^nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Standard SPEED: shaft speed difference increase One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection ^ for SUV with 6 cylinder engines^[1]^[2] ^ for passenger cars with 4, 5 and 6 cylinder engines^[1]^[2] ^ for SUV with 8 cylinder engines^[1]^[2] ^ for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[1]^[2] ^ for cars with 8 and 12 cylinder turbocharged engines^[1]^[2] ^ for cars from Chrysler with 6 cylinder engines^[1]^[2] ^ for cars from Chrysler with 8 cylinder engines^[1]^[2] ^ C₁ and C₁ (carrier 1) and R₃ share a common shaft R₂ and C₃ (carrier 3) share a common shaft ^ Blocks S₁ (sun gear of the inner Ravigneaux geaset) ^ Blocks S₂ ^ Blocks R₂ and C₃ (carrier of gearset 3) ^ Couples S₁ with C₁ (carrier 1) and R₃ ^ Couples R₁ with R₂ and C₃ (carrier 4) ^ Couples S₂ with S₃ (carrier 4)

Mercedes-Benz 5G-Tronic transmission

Contents

Abstract

Specifications

Layout

Special operating modes

Winter/Summer (Standard) Mode

Speedshift (2001–)

AMG Speedshift (2002–)

AMG Speedshift R

Applications

Mercedes models

Mercedes S-Class

Mercedes CL

Mercedes CLS

Mercedes E-Class

Mercedes C-Class

Mercedes CLK

Mercedes ML

Mercedes G-Class

Mercedes SLK

Mercedes SL

Mercedes SLR

Maybach

Non Mercedes-Benz models

Jeep

Dodge

Chrysler

Lancia

Jaguar

SsangYong

Porsche

Freightliner

See also

References

External links

Languages