Mercedes-Benz 7G-Tronic transmission

7G-Tronic
7G-Tronic
Overview
Manufacturer	Daimler AG
Production	2003–2020
Body and chassis
Class	7-speed longitudinal automatic transmission
Chronology
Predecessor	Mercedes-Benz 5G-Tronic transmission
Successor	Mercedes-Benz 9G-Tronic transmission

7G-Tronic is Mercedes-Benz's trademark name for its seven-speed automatic transmission, starting off with the W7A 700 and W7A 400 (Wandler-7-Gang-Automatik bis 700 oder 400 Nm Eingangsdrehmoment; converter-7-gear-automatic with 516 or 295 ft·lb maximum input torque; type 722.9) as core models.

Quick Facts 7G-Tronic, Overview ...

Close

This fifth-generation transmission was the first seven-speed automatic transmission ever used on a production passenger vehicle.^[1] In all applications this transmission is identified as the New Automatic Gearbox Generation Two, or NAG2. It initially debuted in Autumn 2003 on five different eight-cylinder models: the E500, S 430, S 500, CL 500, and SL 500. It also soon became available on many six-cylinder models. Turbocharged V12 engines, four 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 two reverse gear ratios.

The transmission can skip gears when downshifting. It also has a torque converter lock-up on all seven 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.^{[citation needed]} The 7G-Tronic transmission is built at the Mercedes-Benz Stuttgart-Untertuerkheim plant in Germany, the site of Daimler-Benz's original production facility.

The transmission is currently available on the SsangYong's vehicles like Rexton, and Korando Turismo (in South Korea)/Turismo (in UK). In July 2009, Mercedes-Benz announced they are working on a new nine-speed automatic.^[2]

Layout

Progress is reflected in 7 forward gears^{[lower-alpha 1]} using 11 main components,^[3]^[4]^[5] compared to 5 forward gears^{[lower-alpha 2]} with 9 main components in the previous 5G-Tronic transmission. This turns out the design as advanced compared to its predecessor but less economical compared to its competitors. It uses no bands nor sprag clutches.^[4] It is fully electronic controlled. Torque converter lock-up can operate in all 7 forward gears.^[4]

More information GearModel, R 2 ...

Gear Ratios^{[lower-alpha 3]}
Gear Model	R 2	R 1	1	2	3	4	5	6	7	Total Span	Avg. Step	Compo- nents

W7A All	−2.231	−3.416	4.377	2.859	1.921	1.368	1.000	0.820	0.728	6.016	1.349	4 Gearsets 4 Brakes 3 Clutches

Close

plus 2 reverse gears
plus 2 reverse gear
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

More information

...

In-Depth Gear Ratios
With Assessment				Planetary Gear Set: Teeth^{[lower-alpha 1]}				Count	Total	Avg.
With Assessment				Ravigneaux		Simple		Count	Total	Avg.

Model Type	Version First Delivery			S₁^{[lower-alpha 2]} R₁^{[lower-alpha 3]}	S₂^{[lower-alpha 4]} R₂^{[lower-alpha 5]}	S₃^{[lower-alpha 6]} R₃^{[lower-alpha 7]}	S₄^{[lower-alpha 8]} R₄^{[lower-alpha 9]}	Brakes Clutches	Ratio Span	Gear Step^{[lower-alpha 10]}
Gear Ratio	R 3^{[lower-alpha 11]} ${i_{R3}}$	R 2 ${i_{R2}}$	R 1 ${i_{R1}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$	7 ${i_{7}}$
Step	${\tfrac {i_{R2}}{i_{R3}}}$	${\tfrac {i_{R1}}{i_{R2}}}$	$-{\tfrac {i_{R1}}{i_{1}}}$ ^{[lower-alpha 12]}	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^{[lower-alpha 13]}	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$
Step 2^{[lower-alpha 14]}		${\tfrac {i_{R1}}{i_{R2}}}:{\tfrac {i_{R2}}{i_{R3}}}$			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R3}}}$	${\tfrac {i_{1}}{i_{R2}}}$	${\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{7}}}$
Δ Shaft Speed	${\tfrac {i_{1}}{i_{R2}}}-{\tfrac {i_{1}}{i_{R3}}}$	${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$	$0-{\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$

W7A ALL 722.9	700 N⋅m (516 lb⋅ft) 2003^[3]^[5]			42 86	86 110	28 76	46 114	4 3	6.0162	1.3486^{[lower-alpha 10]}
Gear Ratio	−1.4987^{[lower-alpha 11]} ${\tfrac {598}{399}}$	−2.2307 ${\tfrac {38,272}{17,157}}$	−3.4157^{[lower-alpha 12]} $-{\tfrac {8,372}{2,451}}$	4.3772 ${\tfrac {203,840}{46,569}}$	2.8586^{[lower-alpha 15]} ${\tfrac {133,120}{46,569}}$	1.9206 ${\tfrac {2,080}{1,083}}$	1.3684^{[lower-alpha 15]} ${\tfrac {26}{19}}$	1.0000^{[lower-alpha 10]} ${\tfrac {1}{1}}$	0.8204^{[lower-alpha 16]} ${\tfrac {38,272}{46,651}}$	0.7276^{[lower-alpha 16]} ${\tfrac {8,372}{11,507}}$
Step	1.4884	1.5313	0.7804^{[lower-alpha 12]}	1.0000	1.5313	1.4884	1.4035	1.3684^{[lower-alpha 10]}	1.2189	1.1276
Step 2^{[lower-alpha 14]}		1.0288			1.0288^{[lower-alpha 15]}	1.0605	1.0256^{[lower-alpha 15]}	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^{[lower-alpha 16]}	0.6808^{[lower-alpha 16]}

Ratio R & even	$i_{R3}=-{\tfrac {S_{4}(S_{3}+R_{3})}{S_{3}R_{4}}}$		$-{\tfrac {S_{4}(S_{1}+R_{1})(S_{3}+R_{3})}{R_{1}S_{3}R_{4}}}$		${\tfrac {(S_{1}+R_{1})(S_{3}+R_{3})(S_{4}+R_{4})}{R_{1}R_{3}R_{4}}}$		$i_{4}={\tfrac {S_{3}+R_{3}}{R_{3}}}$		${\tfrac {S_{4}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{4}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}S_{3}R_{4}}}$
Ratio R1 & odd	$i_{R1}=-{\tfrac {S_{4}(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}S_{3}R_{4}}}$			${\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})(S_{4}+R_{4})}{S_{2}R_{3}R_{4}}}$		${\tfrac {(S_{3}+R_{3})(S_{4}+R_{4})}{R_{3}R_{4}}}$		$i_{5}={\tfrac {1}{1}}$	${\tfrac {S_{4}(S_{2}+R_{2})(S_{3}+R_{3})}{S_{4}(S_{2}+R_{2})(S_{3}+R_{3})+R_{2}S_{3}R_{4}}}$
Algebra And Actuated Shift Elements^{[lower-alpha 17]}
Brake 1^{[lower-alpha 18]}		❶			❶				❶
Brake 2^{[lower-alpha 19]}				❶	❶	❶	❶
Brake 3^{[lower-alpha 20]}			❶	❶						❶
Brake BR^{[lower-alpha 21]}	❶^{[lower-alpha 11]}	❶	❶
Clutch 1^{[lower-alpha 22]}	❶^{[lower-alpha 11]}					❶	❶	❶
Clutch 2^{[lower-alpha 23]}							❶	❶	❶	❶
Clutch 3^{[lower-alpha 24]}	❶^{[lower-alpha 11]}	❶	❶	❶	❶	❶		❶	❶	❶

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) Sun 1: sun gear of gearset 1: inner Ravigneaux gearset Ring 1: ring gear of gearset 1: inner Ravigneaux gearset Sun 2: sun gear of gearset 2: outer Ravigneaux gearset Ring 2: ring gear of gearset 2: outer Ravigneaux gearset Sun 3: sun gear of gearset 3 Ring 3: ring gear of gearset 3 Sun 4: sun gear of gearset 4 Ring 4: ring gear of gearset 4 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 three) is always larger and the upper half of them (rounded up, here the last three) 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 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 Standard REV: reverse gear is similar to 1st gear Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st 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 1st to 2nd gear With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd 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 From right to left Standard SECOND: 2nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory 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 C₁ and C₂ (the common Ravigneaux carrier 1 + 2), and R₄ share a common shaft R₃ and C₄ (carrier 4) share a common shaft Blocks S₁ (sun gear of the inner Ravigneaux geaset) Blocks S₃ Blocks R₂ (ring gear of the outer Ravigneaux gearset) Blocks R₃ and C₄ (carrier 4) Couples S₁ (sun gear of inner Ravigneaux gearset) with R₂ (ring gear of outer Ravigneaux gearset) Couples R₁ (ring of inner Ravigneaux gearset) with R₃ and C₄ (carrier 4) Couples S₃ with S₄

Close

Gears functionality

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.^[4]

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“

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.^[4]

AMG SpeedShift TCT

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

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 four drive modes: "C" (Comfort), "S" (Sport), "S+" (Sport plus) and "M" (Manual) and boasts 100 millisecond 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 AMG CLS 63 and E 63 models, as well as their "S--Model" variants. Improved with the release of the 2015 model year, by decreasing the lag time between shifts.

Mercedes models

Mercedes C-Class

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

Mercedes E-Class

2009–2016 Mercedes-Benz W212 (E200AMG 7G-Tronic,E63AMG)
2009–2013 Mercedes-Benz W212 (E200AMG 7G-Tronic)
2005–2009 Mercedes-Benz W211 (E350 v6 7G-Tronic)

Mercedes S-Class

2013–2017 Mercedes-Benz W222 (all models except Maybach S 500 and Maybach S 500 4MATIC)
2017–2020 Mercedes-Benz W222 (V12 models only)

AMG GT-line

Non Mercedes-Benz models

Infiniti

2014–2019 Infiniti Q50 (2.0t (M274 DE20 LA)^[10]).
2015–2016 Infiniti Q50 (2.2d (OM651 22 LA)^[11]).
2017–2018 Infiniti Q60 (2.0t (M274 DE20 LA)).

SsangYong Motor

2017–2020 SsangYong Rexton G4 (2.2 e-XDi Euro 6 Turbo-Diesel)

List of Daimler AG transmissions

[1]
"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]
19 July 2010. "Merc plans nine-speed auto'". Autocar.co.uk. Retrieved 2010-07-20.{{cite web}}: CS1 maint: numeric names: authors list (link)
[3]
"Catalog" (PDF). shop.ukrtrans.biz. Retrieved 2020-01-15.
[4]
"Mercedes Benz 722.9 Training Manual" (PDF).
[5]
"Mercedes-Benz Automatic Transmission 722.9 Technical Training Materials - PDF Free Online". Archived from the original on 2019-06-28. Retrieved 2019-06-28.
[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]
"First view of Mercedes 2.0 turbo in the Infiniti Q50".
[11]
"Infiniti Q50 2,2d Sport vs. Mercedes-Benz C220 BlueTEC 7G-tronic". 18 October 2014.

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.
ATT24 GmbH

[3] us 2 reverse gears

[7] us 2 reverse gear

[8] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[9] 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)

[10] Sun 1: sun gear of gearset 1: inner Ravigneaux gearset

[11] Ring 1: ring gear of gearset 1: inner Ravigneaux gearset

[12] Sun 2: sun gear of gearset 2: outer Ravigneaux gearset

[13] Ring 2: ring gear of gearset 2: outer Ravigneaux gearset

[14] Sun 3: sun gear of gearset 3

[15] Ring 3: ring gear of gearset 3

[16] Sun 4: sun gear of gearset 4

[17] Ring 4: ring gear of gearset 4

[50/50-18] 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 three) is always larger and the upper half of them (rounded up, here the last three) 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

[R3-19] 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

[REV-20] Standard REV: reverse gear is similar to 1st gear
Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st 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

[1st-21] Standard FIRST: gear step 1st to 2nd gear
With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd 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

[RL-22] From right to left

[2nd-23] Standard SECOND: 2nd degree steps above 1
With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory

[speed-24] 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

[25] C₁ and C₂ (the common Ravigneaux carrier 1 + 2), and R₄ share a common shaft
R₃ and C₄ (carrier 4) share a common shaft

[26] Blocks S₁ (sun gear of the inner Ravigneaux geaset)

[27] Blocks S₃

[28] Blocks R₂ (ring gear of the outer Ravigneaux gearset)

[29] Blocks R₃ and C₄ (carrier 4)

[30] Couples S₁ (sun gear of inner Ravigneaux gearset) with R₂ (ring gear of outer Ravigneaux gearset)

[31] Couples R₁ (ring of inner Ravigneaux gearset) with R₃ and C₄ (carrier 4)

[32] Couples S₃ with S₄

[Mercedes-1] [1]
"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] [2]
19 July 2010. "Merc plans nine-speed auto'". Autocar.co.uk. Retrieved 2010-07-20.{{cite web}}: CS1 maint: numeric names: authors list (link)

[Training_1-4] [3]
"Catalog" (PDF). shop.ukrtrans.biz. Retrieved 2020-01-15.

[mbmanual1-5] [4]
"Mercedes Benz 722.9 Training Manual" (PDF).

[Training_2-6] [5]
"Mercedes-Benz Automatic Transmission 722.9 Technical Training Materials - PDF Free Online". Archived from the original on 2019-06-28. Retrieved 2019-06-28.

[mbmanual2-33] [6]
"Mercedes Benz 722.9 Workshop Tips and Tricks Manual" (PDF).

[34] [7]
"Daimler Global Media Site > Mercedes-Benz Cars > AMG". Archived from the original on 2009-08-04. Retrieved 2009-07-20.

[35] [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.

[36] [9]
"New 7-speed AMG SPEEDSHIFT MCT". Archived from the original on 2009-01-31. Retrieved 2010-07-29.

[q50_1-37] [10]
"First view of Mercedes 2.0 turbo in the Infiniti Q50".

[q50_2-38] [11]
"Infiniti Q50 2,2d Sport vs. Mercedes-Benz C220 BlueTEC 7G-tronic". 18 October 2014.

[1]

[2]

[lower-alpha 1]

[3]

[4]

[5]

[lower-alpha 2]

[lower-alpha 3]

[lower-alpha 1]

[lower-alpha 2]

[lower-alpha 3]

[lower-alpha 4]

[lower-alpha 5]

[lower-alpha 6]

[lower-alpha 7]

[lower-alpha 8]

[lower-alpha 9]

[lower-alpha 10]

[lower-alpha 11]

[lower-alpha 12]

[lower-alpha 13]

[lower-alpha 14]

[lower-alpha 15]

[lower-alpha 16]

[lower-alpha 17]

[lower-alpha 18]

[lower-alpha 19]

[lower-alpha 20]

[lower-alpha 21]

[lower-alpha 22]

[lower-alpha 23]

[lower-alpha 24]

[6]

[7]

[8]

[9]

[10]

[11]