Mercedes-Benz 4G-Tronic transmission

Mercedes-Benz W4A 040 · W4A 020
W4A 028 · W5A 030
Mercedes-Benz W4A 040 · W4A 020; W4A 028 · W5A 030
Overview
Manufacturer	Daimler AG
Production	1979–1996
Body and chassis
Class	4-speed longitudinal automatic transmission
Chronology
Predecessor	Mercedes-Benz first series automatic transmission
Successor	5G-Tronic

Mercedes-Benz 4G-Tronic transmission is the unofficial name given to the transmission by car enthusiasts. It was produced from 1979 to 1996 in W4A 040, W4A 028 (both type 722.3), W4A 020 (type 722.4), and W5A 030 (type 722.5) variants.

Quick Facts Mercedes-Benz W4A 040 · W4A 020 W4A 028 · W5A 030, Overview ...

Close

The W4A 040 and the W4A 020 were used until mid-1996. The W4A 028 variant was used for off-road applications (RWD and 4X4). The W5A 030 is basically the same transmission with an additional electrically controlled 5th gear overdrive section attached to the main body in a separate housing; it was available as an extra charge option. All 4G-Tronics were succeeded by the more modern and economic 5G-Tronic (Type 722.6) transmission that features an integrated 5th gear overdrive ratio, torque converter lock-up and fully electronic control.

More information GearModel, R ...

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

W4A 040 I · 1979	−5.139	3.676	2.412	1.436	1.000		3.676	1.917	1.543	3 Gearsets 3 Brakes 2 Clutches
W4A 020 · 1982	−5.669	4.249	2.408	1.487	1.000		4.249	2.061	1.620
W4A 040 II · 1985	−5.586	3.871	2.247	1.436	1.000		3.871	1.967	1.570
W4A 028 · 1990	−5.586	3.871	2.247	1.436	1.000		3.871	1.967	1.570

W5A 030 · 1990	−5.586	3.871	2.247	1.436	1.000	0.750	5.161	1.704	1.507	4 Gearsets 4 Brakes 3 Clutches

Close

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

Basic concept

The 4G-Tronic transmission is a hydraulically operated 4-speed automatic without lock-up that replaced the similarly designed W3A 040, W3B 050, and W4B 025 family of automatic transmissions with the introduction of the W126 S-Class in 1979. In some models it is calibrated to move off in second gear to reduce "creeping" and provide a smoother ride, selecting 1st only if the selector is in "2" or in case of abrupt acceleration. Other calibrations have the transmission rest in 2nd gear and kick down to 1st as soon as the accelerator is touched but before the throttle is opened. In some V8 installations a small control unit activates the kick down solenoid when the brake pedal is released so that the car moves off in 1st gear. Other attributes of this transmission include a 2-3 shift delay when the engine is cold in order to speed up catalyst warm-up. 4th gear is a 1:1 ratio. Controls are all mechanical and pneumatic, except for the kickdown solenoid and 2-3 upshift delay solenoid on some models.

In some markets a W-S (Winter - Standard / Sport) switch was provided on the shifter. Activating S mode changes a linkage which effectively shortens the throttle pressure bowden cable. This causes later, higher RPM shifts and on some models a move off in 1st gear instead of 2nd. On V8 models a B (Brake) range is available on the shifter. This activates the kickdown solenoid, forcing the transmission to shift down to 1st sooner for increased engine braking. A hydraulically activated piston prevents shifting into Reverse when the car is moving forward.

Models from 1990 and earlier allow for push starting the engine. They are fitted with a secondary fluid pump, driven by the transmission output shaft. When the vehicle is rolling at 20 mph shifting from Neutral to the 2 range will couple power to the engine. The secondary pump and thus the push starting facility was eliminated for the 1991 model year.

It is considered by enthusiasts to be one of the most reliable transmissions ever built by Mercedes-Benz with some examples exceeding 300,000 miles of service.

Layout

For this W4A-models 4 forward gears^{[lower-alpha 1]} using 8 main components^{[lower-alpha 2]}^[1]^[2] show economic equivalence with the direct predecessor.^{[lower-alpha 3]} 5 forward gears^{[lower-alpha 4]} out of 11 main components^{[lower-alpha 5]}^[1]^[2] and the need of 2 housings^{[lower-alpha 6]} and 2 different controls^{[lower-alpha 7]} turn out the W5A 030 as the least economically designed automatic transmission ever manufactured for passenger cars. Obviously a transition solution: the direct successor, launched in 1996, requires 9 main components,^{[lower-alpha 8]} 1 housing and 1 control.^{[lower-alpha 9]}

plus 1 reverse gear
3 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 3 brakes, 2 clutches
3 simple planetary gearsets, 3 brakes, 2 clutches
plus 1 reverse gear
4 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 4 brakes, 3 clutches
regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5
hydraulic for gear 1 to 4 and reverse gear · electronic for gear 5
3 simple planetary gearsets, 3 brakes, 3 clutches
electronic

More information

...

Gear Ratios
With Assessment		Planetary Gearset: Teeth^{[lower-alpha 1]}				Count	Total^{[lower-alpha 2]} Center^{[lower-alpha 3]}	Avg.^{[lower-alpha 4]}
With Assessment		Ravigneaux		Simple		Count	Total^{[lower-alpha 2]} Center^{[lower-alpha 3]}	Avg.^{[lower-alpha 4]}

Model Type	Version First Delivery	S₁^{[lower-alpha 5]} R₁^{[lower-alpha 6]}	S₂^{[lower-alpha 7]} R₂^{[lower-alpha 8]}	S₃^{[lower-alpha 9]} R₃^{[lower-alpha 10]}	S₄^{[lower-alpha 11]} R₄^{[lower-alpha 12]}	Brakes Clutches	Ratio Span	Gear Step^{[lower-alpha 13]}
Gear Ratio		R ${i_{R}}$		1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$
Step^{[lower-alpha 13]}		$-{\tfrac {i_{R}}{i_{1}}}$ ^{[lower-alpha 14]}		${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^{[lower-alpha 15]}	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$
Δ Step^{[lower-alpha 16]}^{[lower-alpha 17]}					${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed		${\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$
Δ Shaft Speed^{[lower-alpha 18]}		$0-{\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$

W4A 040 I 722.3	40 kp⋅m (289 lb⋅ft) 1979^[1]^[2]	34 50	50 78	34 78		3 2	3.6759 1.9173	1.5433^{[lower-alpha 13]}
Gear Ratio		−5.1388^{[lower-alpha 14]} $-{\tfrac {2,184}{425}}$		3.6759 ${\tfrac {3,584}{975}}$	2.4123^{[lower-alpha 13]}^{[lower-alpha 17]} ${\tfrac {784}{325}}$	1.4359^{[lower-alpha 13]} ${\tfrac {56}{39}}$	1.0000 ${\tfrac {1}{1}}$
Step		1.3980^{[lower-alpha 14]}		1.0000	1.5238^{[lower-alpha 13]}	1.6800^{[lower-alpha 13]}	1.4359
Δ Step^{[lower-alpha 16]}					0.9070^{[lower-alpha 17]}	1.1700
Speed		-0.7153		1.0000	1.5238	2.5600	3.6759
Δ Speed		0.7153		1.0000	0.5238	1.0362	1.1159

W4A 020 722.4	20 kp⋅m (145 lb⋅ft) 1982^[1]^[2]	26 42	42 78	38 78		3 2	4.2491 2.0613	1.6197^{[lower-alpha 13]}
Gear Ratio		−5.6692^{[lower-alpha 14]} $-{\tfrac {754}{133}}$		4.2491 ${\tfrac {1,160}{273}}$	2.4078^{[lower-alpha 15]} ${\tfrac {1,972}{819}}$	1.4872 ${\tfrac {58}{39}}$	1.0000 ${\tfrac {1}{1}}$
Step		1.3342^{[lower-alpha 14]}		1.0000	1.7647^{[lower-alpha 15]}	1.6190	1.4872
Δ Step^{[lower-alpha 16]}					1.0900	1.0887
Speed		-0.7153		1.0000	1.76478	2.8571	4.2491
Δ Speed		0.7153		1.0000	0.7647	1.0924	1.3919

W4A 040 II 722.3	40 kp⋅m (289 lb⋅ft) 1985^[1]	26 46	46 78	34 78		3 2	3.8707 1.9674	1.5701^{[lower-alpha 13]}
Ratio		−5.5857^{[lower-alpha 14]}		3.8707	2.2475^{[lower-alpha 15]}	1.4359	1.0000

W4A 028 722.3	28 kp⋅m (203 lb⋅ft) 1990^[1]	26 46	46 78	34 78		3 2	3.8707 1.9674	1.5701^{[lower-alpha 13]}
Ratio		−5.5857^{[lower-alpha 14]}		3.8707	2.2475^{[lower-alpha 15]}	1.4359	1.0000

W5A 030 722.5	30 kp⋅m (217 lb⋅ft) 1990^[1]	26 46	46 78	34 78	26 78	4 3	5.1609 1.7038	1.5072^{[lower-alpha 13]}
Gear Ratio		−5.5857^{[lower-alpha 14]} $-{\tfrac {2,184}{391}}$		3.8707 ${\tfrac {3,472}{897}}$	2.2475^{[lower-alpha 15]} ${\tfrac {672}{299}}$	1.4359 ${\tfrac {56}{39}}$	1.0000 ${\tfrac {1}{1}}$	0.7500 ${\tfrac {3}{4}}$
Step		1.4431^{[lower-alpha 14]}		1.0000	1.7222^{[lower-alpha 15]}	1.5652	1.4359	1.3333
Δ Step^{[lower-alpha 16]}					1.1003	1.0901	1.0769
Speed		-0.6930		1.0000	1.7222	2.6957	3.8707	5.1609
Δ Speed		0.6930		1.0000	0.7222	0.9734	1.1750	1.2902

Ratio R & Even		$-{\tfrac {R_{2}(S_{3}+R_{3})}{S_{2}S_{3}}}$		${\tfrac {(S_{1}+R_{1})(S_{3}+R_{3})}{R_{1}R_{3}}}$			${\tfrac {1}{1}}$
Ratio Odd		${\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}R_{3}}}$			${\tfrac {S_{3}+R_{3}}{R_{3}}}$		${\tfrac {R_{4}}{S_{4}+R_{4}}}$
Algebra And Actuated Shift Elements
Brake A^{[lower-alpha 19]}					❶
Brake B^{[lower-alpha 20]}				❶	❶	❶
Brake R^{[lower-alpha 21]}		❶
Brake S^{[lower-alpha 22]}								❶
Clutch E^{[lower-alpha 23]}						❶	❶	❶
Clutch F^{[lower-alpha 24]}		❶		❶			❶	❶
Clutch S^{[lower-alpha 25]}		❶		❶	❶	❶	❶

Layout Input and output are on opposite sides Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side Input shafts is S₂ Output shaft is C₃ (the carrier of gearset 3) Output shaft W5A 030 is R₄ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ 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 Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ 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 $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases 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 · W5A 030 only Ring 4: ring gear of gearset 4 · W5A 030 only 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 1 · W5A 030: the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) 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) 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) 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) From large to small gears (from right to left) 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) 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) Blocks S₁ (sun gear of the inner Ravigneaux gearset) Blocks S₃ Blocks C₁ and C₂ (the common Ravigneaux carrier 1 + 2) Blocks S₄ (S: german "schnell" for fast) · W5A 030 only Couples S₁ (the sun gear of the inner Ravigneaux gearset) with C₁ and C₂ (the common Ravigneaux carrier 1 + 2) Connects R₂ and S₃ Couples S₄ with R₄ (S: german "schnell" for fast) · W5A 030 only

Close

The 4G-Tronic has been used in many Mercedes-Benz cars.

W4A 040 I+II (Type 722.3)

1981–1989 R107 and C107
1989–1996 R129

More information Chassis code, Car model ...

1981–1985 W123
Chassis code	Car model	Engine code	Transmission code	Notes
123.026	250	123.920 123.921	722.308
123.086	250 T
123.028	250 Lang
123.033	280 E	110.984 110.988	722.300 722.309
123.093	280 TE		722.309
123.053	280 CE		722.300 722.309
123.133	300 D Turbo	617.952	722.315 1982–1985	USA only
123.153	300 CD Turbo		722.315 1982–1985	USA only
123.193	300 TD Turbo		722.303 1981–1982 722.315 1982–1985	USA only

Close

1985–1996 W124
1979–1991 W126
1991–1996 W140
1985–1993 W201
1995–1996 W210

W4A 028 (Type 722.3)

1990–1996 G-Class 463

W4A 020 (Type 722.4)

More information Chassis code, Car model ...

1982–1985 W123
Chassis code	Car model	Engine code	Transmission code	Notes
123.220	200	102.920 102.939	722.406
123.280	200 T	102.920 102.939	722.406
123.223	230 E	102.980	722.401
123.283	230 TE
123.243	230 CE
123.120	200 D	615.940	722.407
123.123	240 D	616.912	722.404
123.183	240 TD
123.125	240 D Lang
123.130	300 D	617.912	722.405
123.190	300 TD
123.132	300 D Lang
123.133	300 D Turbo	617.952	722.416 1985	California only
123.153	300 CD Turbo
123.193	300 TD Turbo

Close

1985–1996 W124
1982–1993 W201
1993–1996 W202
1995–1996 W210

W5A 030 (Type 722.5)

1990–1996 W124
1991–1996 W140
1995–1996 W210
1990–1996 R129

List of Daimler AG transmissions

[1]
Hans Joachim Foerster · Automatische Fahrzeuggetriebe · Page 171 and 192 · Berlin and Heidelberg 1991 · Print ISBN 978-3-642-84119-4 · Online ISBN 978-3-642-84118-7
[2]
Mercedes 722.3 & 722.4 Technical Overview

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

[2] us 1 reverse gear

[3] 3 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 3 brakes, 2 clutches

[6] 3 simple planetary gearsets, 3 brakes, 2 clutches

[7] us 1 reverse gear

[8] 4 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 4 brakes, 3 clutches

[9] regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5

[10] ydraulic for gear 1 to 4 and reverse gear · electronic for gear 5

[11] 3 simple planetary gearsets, 3 brakes, 3 clutches

[12] tronic

[13] Layout
Input and output are on opposite sides

Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side

Input shafts is S₂

Output shaft is C₃ (the carrier of gearset 3)

Output shaft W5A 030 is R₄

[12] Input and output are on opposite sides

[13] Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side

[14] Input shafts is S₂

[15] Output shaft is C₃ (the carrier of gearset 3)

[16] Output shaft W5A 030 is R₄

[14] Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
${\tfrac {i_{n}}{i_{1}}}$

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

[18] ${\tfrac {i_{n}}{i_{1}}}$

[19] 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

[20] wnspeeding when driving outside the city limits

[21] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[22] when driving over mountain passes or off-road

[23] r when towing a trailer

[15] Ratio Span's Center
$(i_{n}i_{1})^{\tfrac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[25] $(i_{n}i_{1})^{\tfrac {1}{2}}$

[26] The center indicates the speed level of the transmission

[27] Together with the final drive ratio

[28] t gives the shaft speed level of the vehicle

[16] Average Gear Step
$({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[30] $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

[31] With decreasing step width
the gears connect better to each other

shifting comfort increases

[32] the gears connect better to each other

[33] shifting comfort increases

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

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

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

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

[21] Sun 3: sun gear of gearset 3

[22] Ring 3: ring gear of gearset 3

[23] Sun 4: sun gear of gearset 4 · W5A 030 only

[24] Ring 4: ring gear of gearset 4 · W5A 030 only

[50:50-25] 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 1 · W5A 030: the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 2) 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)

[43] With steadily decreasing gear steps (yellow highlighted line Step)

[44] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 1 · W5A 030: the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

[45] the lower half of the gear steps (between the small gears; rounded down, here the first 1 · W5A 030: the first 2) is always larger

[46] the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

[47] than the average gear step (cell highlighted yellow two rows above on the far right)

[48] wer half: smaller gear steps are a waste of possible ratios (red bold)

[49] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-26] 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)

[51] 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

[52] rment when maneuvering

[53] specially when towing a trailer

[54] torque converter can only partially compensate for this deficiency

[55] Plus 11.11 % minus 10 % compared to 1st gear is good

[56] Plus 25 % minus 20 % is acceptable (red)

[57] Above this is unsatisfactory (bold)

[1:2-27] 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)

[59] With continuously decreasing gear steps (yellow marked line Step)

[60] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[61] r a good speed connection and

[62] smooth gear shift

[63] ust 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)

[64] A gear ratio of up to 1.6667:1 (5:3) is good

[65] Up to 1.7500:1 (7:4) is acceptable (red)

[66] Above is unsatisfactory (bold)

[LS-28] From large to small gears (from right to left)

[step-29] 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)

[69] 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

[70] increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

[71] As progressive as possible: Δ Step is always greater than the previous step

[72] Not progressively increasing is acceptable (red)

[73] Not increasing is unsatisfactory (bold)

[speed-30] 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)

[75] Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[76] increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[77] 1 difference smaller than the previous one is acceptable (red)

[78] 2 consecutive ones are a waste of possible ratios (bold)

[31] Blocks S₁ (sun gear of the inner Ravigneaux gearset)

[32] Blocks S₃

[33] Blocks C₁ and C₂ (the common Ravigneaux carrier 1 + 2)

[34] Blocks S₄ (S: german "schnell" for fast) · W5A 030 only

[35] Couples S₁ (the sun gear of the inner Ravigneaux gearset) with C₁ and C₂ (the common Ravigneaux carrier 1 + 2)

[36] Connects R₂ and S₃

[37] Couples S₄ with R₄ (S: german "schnell" for fast) · W5A 030 only

[Training_1-4] [1]
Hans Joachim Foerster · Automatische Fahrzeuggetriebe · Page 171 and 192 · Berlin and Heidelberg 1991 · Print ISBN 978-3-642-84119-4 · Online ISBN 978-3-642-84118-7

[Training_2-5] [2]
Mercedes 722.3 & 722.4 Technical Overview

[lower-alpha 1]

[lower-alpha 1]

[lower-alpha 2]

[1]

[2]

[lower-alpha 3]

[lower-alpha 4]

[lower-alpha 5]

[lower-alpha 6]

[lower-alpha 7]

[lower-alpha 8]

[lower-alpha 9]

[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]

[lower-alpha 25]