ZF 8HP transmission

ZF 8HP
ZF 8HP
	Automatic Transmission 8HP 70
Overview
Manufacturer	ZF Friedrichshafen
Production	2008–present
Body and chassis
Class	8-speed automatic transmission
Related	GM 8L · Aisin-Toyota 8-speed · MB 9G-Tronic · ZF 9HP
Chronology
Predecessor	ZF 6HP

8HP is ZF Friedrichshafen AG's trademark name for its 8-speed automatic transmission models with hydraulic converter and planetary gearsets for longitudinal engine applications. Designed and first built by ZF's subsidiary in Saarbrücken, Germany, it debuted in 2008 on the BMW 7 Series (F01) 760Li sedan fitted with the V12 engine. BMW remains a major customer for the transmission.

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Another major customer is Stellantis, who both received a license to produce the transmission and set up a joint-venture plant with ZF. Stellantis has built the transmission at its Kokomo Transmission plant since 2013 under their own brand name, the Torqueflite 8.^[1]^[2] The joint venture plant in Gray Court, South Carolina opened in 2012.^[3]

The 8HP is the first transmission to use this 8-speed gearset concept. In the meantime it has become the new benchmark for automatic transmissions.

The GM 8L transmission is based on the same globally patented gearset concept. While fully retaining the gearset logic, it differs from this only in the patented^[4] arrangement of the components with gearsets 1 and 3 swapped.^[5]

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Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	7	8	Total Span	Span Center	Avg. Step	Compo- nents

2008: Pilot Series													4 Gearsets 2 Brakes 3 Clutches
8HP 70	−3.297	4.696	3.130	2.104	1.667	1.285	1.000	0.839	0.667	7.043	1.769	1.322
2010: 1st Generation
8HP 30/I · 8HP 45	−3.295	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	1.773	1.322
8HP 55 · 8HP 70 8HP 65 · 8HP 90	−3.317	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	1.773	1.322
2014: 2nd Generation
8HP 75/I	−3.317	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	1.773	1.322
8HP 30/II · 8HP 50	−3.456	5.000	3.200	2.143	1.720	1.314	1.000	0.822	0.640	7.813	1.789	1.341
8HP 75/II · 8HP 95	−3.478	5.000	3.200	2.143	1.720	1.313	1.000	0.823	0.640	7.813	1.789	1.341
2018: 3rd Generation
8HP 76/I	−3.478	5.000	3.200	2.143	1.720	1.313	1.000	0.823	0.640	7.813	1.789	1.341
8HP 30/III · 8HP 51	−3.712	5.250	3.360	2.172	1.720	1.316	1.000	0.822	0.640	8.203	1.833	1.351
8HP 76/II	−3.993	5.500	3.520	2.200	1.720	1.317	1.000	0.823	0.640	8.594	1.876	1.360
2022: 4th Generation
8HP 100	−3.968	5.000	3.200	2.143	1.720	1.297	1.000	0.833	0.640	7.813	1.789	1.341
8HP 80	−4.544	5.500	3.520	2.200	1.720	1.301	1.000	0.833	0.640	8.594	1.876	1.360
2016: Racing Cars
8P 45R	TBD	TBD	TBD	TBD	TBD	TBD	1.000	TBD	TBD	4.200	TBD	1.228
2017: Commercial Vehicles
8AP 600 T · 8AP 1000 T 8AP 800 T · 8AP 1200 T	−4.250	4.889	3.123	2.033	1.639	1.254	1.000	0.840	0.639	7.652	1.767	1.337
8AP 1200 S	−3.757	4.889	3.123	2.033	1.639	1.268	1.000	0.830	0.639	7.652	1.767	1.337

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

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2008: Pilot Series

The 8HP 70 transmission with the gearset 4 in 23-85-teeth-configuration was the pilot series and therefore without generation designation. It was first used in the BMW 7 Series (F01) 760Li, has a torque handling limit of 700 N⋅m (516 lb⋅ft), and weighs 87 kg (192 lb).^[6]

2010: 1st Generation

In addition to the rear-wheel drive variant, two different four-wheel drive versions were available, with a version destined for Volkswagen Group applications using a Torsen centre differential.^[7] It is able to encompass a torque range from 300 N⋅m (221 lb⋅ft) to 1,000 N⋅m (738 lb⋅ft), and is available for use in middle-class cars through to large luxury sport utility vehicles.^[7]

Since gearset 4 meshes in almost all gears up to and including 5th gear, large gear wheels are advantageous for durability. As the very high ratio 1st gear is formed exclusively by gearset 4, its sun gear is unusually small. For this reason, this gearset was enlarged by over 20 % when the 1st generation was introduced, even if this advantage had to be given up again immediately when the 2nd generation was introduced in order to increase the total span.

2014: 2nd Generation

Efficiency improvements over the pilot design and the first generation include a wider ratio span of 7.81, reduced drag torque from the shift elements, reduction in required oil pump pressure, and broadened use of the coasting and start-stop systems.^[8] ZF estimated fuel economy improvement over first generation to be 3 %. Refinements were also made with respect to vibration.

2018: 3rd Generation

Major improvements are total span of 8.59 and a fuel economy improvement of 2.5 % compared to the second generation. There are several options in maximum torque available, also the gearbox is available with mild hybrid and plug in hybrid options: With 15 kW (20 hp) and 200 N⋅m (148 lb⋅ft) supporting boosting and recuperation in combination with 48 Volt technology up to 90 kW (121 hp) and 250 N⋅m (184 lb⋅ft) for usage with higher voltage.^[9]

2022: 4th Generation

Major improvement is the transition to a versatile modular system that allows vehicle manufacturers to comprehensively and flexibly electrify their models as required. Plug-in Hybrid options with up to 160 kW (215 hp) and 280 N⋅m (207 lb⋅ft) are capable of saving up to 70 % of carbon emissions compared with a purely conventional variant of the 8HP according to the Worldwide Harmonised Light Vehicles Test Procedure (WLTP).^[10] In addition, a modification to gearset 3 increased the reverse gear ratio, making it less disadvantageous. With this gearset concept, the already disadvantageously large step from 7th to 8th gear is further increased, albeit only slightly.

Layout (Gearset Concept) Progress

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). Compared to the 6-speed ZF 6HP transmission it uses 12 % less fuel, and 14 % less than a 5-speed transmission.^[11]^[12] Due to changes in internal design, the shift times have reduced to 0.2 seconds; additionally, the unit brings the ability to shift in a non-sequential manner – going from gear 8 to gear 2 in extreme situations simply by changing one shift element (actuating break B and releasing clutch D).^[13]

Progress Quality

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 globally patented gearset concept. The resulting progress is reflected in a better ratio of the number of gears to the number of components used compared to existing layouts. The 8HP has become the new reference standard (benchmark) for automatic transmissions.

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Innovative Strength Analysis
With Asessment	Output: Gear Ratios	Innovation Elasticity^[a] Δ Output : Δ Input	Input: Main Components
With Asessment	Output: Gear Ratios	Innovation Elasticity^[a] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

8HP Ref. Object	$n_{O1}$ $n_{O2}$	Topic^[a]	$n_{I}=n_{G}+$ $n_{B}+n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$	Topic^[a]	$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ · ${\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

8HP 6HP^[b]	8^[c] 6^[c]	Progress^[a]	9 8	4 3^[d]	2 2	3 3
Δ Number	2	Progress^[a]	1	1	0	0
Relative Δ	0.333 ${\tfrac {1}{3}}$	2.667^[a] ${\tfrac {1}{3}}:{\tfrac {1}{8}}={\tfrac {1}{3}}$ · ${\tfrac {8}{1}}={\tfrac {8}{3}}$	0.125 ${\tfrac {1}{8}}$	0.333 ${\tfrac {1}{3}}$	0.000 ${\tfrac {0}{2}}$	0.000 ${\tfrac {0}{3}}$

8HP 3-Speed^[e]	8^[c] 3^[c]	Market Position^[a]	9 7	4 2	2 3	3 2
Δ Number	5	Market Position^[a]	2	2	-1	1
Relative Δ	1.667 ${\tfrac {5}{3}}$	5.833^[a] ${\tfrac {5}{3}}:{\tfrac {2}{7}}={\tfrac {5}{3}}$ · ${\tfrac {7}{2}}={\tfrac {35}{6}}$	0.286 ${\tfrac {2}{7}}$	1.000 ${\tfrac {1}{1}}$	−0.333 ${\tfrac {-1}{3}}$	0.500 ${\tfrac {1}{2}}$

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) Direct Predecessor To reflect the progress of the specific model change plus 1 reverse gear 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

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Layout Quality

The ratios of the 8 gears are relatively unevenly distributed in all versions. Particularly noticeable are the too small step between 3rd and 4th gear and the too large one between 7th and 8th gear. This cannot be eliminated without affecting all other gear ratios. On the other hand the selected gearset concept offers 2 to 3 gears more than conventional transmissions of comparable manufacturing costs, which more than compensates for the weaknesses.

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Gear Ratio Analysis
With Assessment			Planetary Gearset: Teeth^[a]				Count	Total^[b] Center^[c]	Avg.^[d]

Model Type	Version		S₁^[e] R₁^[f]	S₂^[g] R₂^[h]	S₃^[i] R₃^[j]	S₄^[k] R₄^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$	7 ${i_{7}}$	8 ${i_{8}}$
Step^[m]	$-{\tfrac {i_{R}}{i_{1}}}$ ^[n]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[o]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{7}}{i_{8}}}$
Δ Step^[p]^[q]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{8}}}$
Δ Shaft Speed^[r]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$

2008: Pilot Series
8HP 70^[s]	700 N⋅m (516 lb⋅ft)		48^[14] 96	48^[14] 96	69^[5] 111	23^[5] 85	2 3	7.0435 1.7693	1.3216^[m]
Gear Ratio	−3.2968^[n] $-{\tfrac {1,744}{529}}$	4.6957 ${\tfrac {108}{23}}$	3.1304^[q] ${\tfrac {72}{23}}$	2.1039 ${\tfrac {162}{77}}$	1.6667^[m]^[q]^[r] ${\tfrac {5}{3}}$	1.2845^[q] ${\tfrac {8,826}{6,871}}$	1.0000 ${\tfrac {1}{1}}$	0.8392^[q]^[r] ${\tfrac {120}{143}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.7021^[n]	1.0000	1.5000	1.4879	1.2623^[m]	1.2975	1.2845	1.1917	1.2587
Δ Step^[p]			1.0081^[q]	1.1787	0.9729^[q]	1.0101^[q]	1.0779	0.9467^[q]
Speed	-1.4243	1.0000	1.5000	2.2319	2.8174	3.6555	4.6957	5.5957	7.0435
Δ Speed	1.4243	1.0000	0.5000	0.7319	0.5855^[r]	0.8382	1.0401	0.9000^[r]	1.4478
2010: 1st Generation
8HP 30/I 8HP 45	300 N⋅m (221 lb⋅ft) 450 N⋅m (332 lb⋅ft)		48 96	48 96	60 96	28 104	2 3	7.0714 1.7728	1.3224^[m]
Gear Ratio	−3.2952^[n] $-{\tfrac {346}{105}}$	4.7143 ${\tfrac {33}{7}}$	3.1429^[q] ${\tfrac {22}{7}}$	2.1064 ${\tfrac {99}{47}}$	1.6667^[m]^[q]^[r] ${\tfrac {5}{3}}$	1.2854^[q] ${\tfrac {1,171}{911}}$	1.0000 ${\tfrac {1}{1}}$	0.8387^[q]^[r] ${\tfrac {26}{31}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.6990^[n]	1.0000	1.5000	1.4921	1.2638^[m]	1.2966	1.2854	1.1923	1.2581
Δ Step^[p]			1.0053^[q]	1.1805	0.9747^[q]	1.0087^[q]	1.0781	0.9477^[q]
Speed	-1.4306	1.0000	1.5000	2.2381	2.8286	3.6576	4.7143	5.6209	7.0714
Δ Speed	1.4306	1.0000	0.5000	0.7381	0.5905^[r]	0.8390	1.0467	0.9066^[r]	1.45058

8HP 55 8HP 65 8HP 70 8HP 90	650 N⋅m (479 lb⋅ft) 650 N⋅m (479 lb⋅ft) 700 N⋅m (516 lb⋅ft) 900 N⋅m (664 lb⋅ft)		48 ^[14]^[15] 96	48 ^[14]^[15] 96	69 111	28 104	2 3	7.0714 1.7728	1.3224^[m]
Gear Ratio	−3.3168^[n] $-{\tfrac {534}{161}}$	4.7143 ${\tfrac {33}{7}}$	3.1429^[q] ${\tfrac {22}{7}}$	2.1064 ${\tfrac {99}{47}}$	1.6667^[m]^[q]^[r] ${\tfrac {5}{3}}$	1.2847^[q] ${\tfrac {5,397}{4,201}}$	1.0000 ${\tfrac {1}{1}}$	0.8392^[q]^[r] ${\tfrac {120}{143}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.7036^[n]	1.0000	1.5000	1.4921	1.2638^[m]	1.2973	1.2847	1.1917	1.2587
Δ Step^[p]			1.0053^[q]	1.1806	0.9742^[q]	1.0098^[q]	1.0781	0.9467^[q]
Speed	-1.4213	1.0000	1.5000	2.2381	2.8286	3.6696	4.7143	5.6179	7.0714
Δ Speed	1.4243	1.0000	0.5000	0.7381	0.5905^[r]	0.8410	1.0447	0.9036^[r]	1.4536
2014: 2nd Generation
8HP 75/I^[16]	740 N⋅m (546 lb⋅ft)		48 96	48 96	69 111	28 104	2 3	7.0714 1.7728	1.3224^[m]
Ratio	−3.3168^[n]	4.7143	3.1429^[q]	2.1064	1.6667^[m]^[q]^[r]	1.2847^[q]	1.0000	0.8392^[q]^[r]	0.6667

8HP 30/II^[16] 8HP 50^[16]	300 N⋅m (221 lb⋅ft) 500 N⋅m (369 lb⋅ft)		48 96	54 96	60 96	24 96	2 3	7.8125 1.7889	1.3413^[m]
Gear Ratio	−3.4560^[n] $-{\tfrac {432}{125}}$	5.0000 ${\tfrac {5}{1}}$	3.2000^[q] ${\tfrac {16}{5}}$	2.1429 ${\tfrac {15}{7}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.3139^[q] ${\tfrac {1,507}{1,147}}$	1.0000 ${\tfrac {1}{1}}$	0.8221^[q]^[r] ${\tfrac {208}{253}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.6912^[n]	1.0000	1.5625	1.4933	1.2458^[m]	1.3091	1.3139	1.2163	1.2846
Δ Step^[p]			1.0463^[q]	1.1986	0.9517^[q]	0.9964^[q]	1.0802	0.9469^[q]
Speed	-1.4468	1.0000	1.5625	2.3333	2.9070	3.8056	5.0000	6.0817	7.8125
Δ Speed	1.4468	1.0000	0.5625	0.7708	0.5736^[r]	0.8986	1.1944	1.0817^[r]	1.7308

8HP 75/II^[16] 8HP 95^[t]	740 N⋅m (546 lb⋅ft) 900 N⋅m (664 lb⋅ft)		48 96	54 96	69 111	24 96	2 3	7.8125 1.7889	1.3413^[m]
Gear Ratio	−3.4783^[n] $-{\tfrac {80}{23}}$	5.0000 ${\tfrac {5}{1}}$	3.2000^[q] ${\tfrac {16}{5}}$	2.1429 ${\tfrac {15}{7}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.3131^[q] ${\tfrac {2,315}{1,763}}$	1.0000 ${\tfrac {1}{1}}$	0.8226^[q]^[r] ${\tfrac {320}{389}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.6957^[n]	1.0000	1.5625	1.4933	1.2458^[m]	1.3099	1.3131	1.2156	1.2853
Δ Step^[p]			1.0463^[q]	1.1986	0.9511^[q]	0.9975^[q]	1.0802	0.9458^[q]
Speed	-1.4375	1.0000	1.5625	2.3333	2.9070	3.8078	5.0000	6.0781	7.8125
Δ Speed	1.4375	1.0000	0.5625	0.7708	0.5736^[r]	0.9008	1.1922	1.0781^[r]	1.7344
2018: 3rd Generation
8HP 76/I^[u]	760 N⋅m (561 lb⋅ft)		48 96	54 96	69 111	24 96	2 3	7.8125 1.7889	1.3413^[m]
Ratio	−3.4783^[n]	5.0000	3.2000^[q]	2.1429	1.7200^[m]^[q]^[r]	1.3131^[q]	1.0000	0.8226^[q]^[r]	0.6400

8HP 30/III^[v] 8HP 51^[w]	300 N⋅m (221 lb⋅ft) 500 N⋅m (369 lb⋅ft)		48 96	54 96	60 96	24 102	2 3	8.2031 1.8330	1.3507^[m]
Gear Ratio	−3.7120^[n] $-{\tfrac {464}{125}}$	5.2500 ${\tfrac {21}{4}}$	3.3600^[q] ${\tfrac {84}{25}}$	2.1724 ${\tfrac {63}{29}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.3161^[q] ${\tfrac {6,371}{4,841}}$	1.0000 ${\tfrac {1}{1}}$	0.8221^[q]^[r] ${\tfrac {208}{253}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.7070^[n]	1.0000	1.5625	1.5467	1.2630^[m]	1.3069	1.3161	1.2163	1.2846
Δ Step^[p]			1.0102^[q]	1.2246	0.9664^[q]	0.9931^[q]	1.0820	0.9469^[q]
Speed	-1.4143	1.0000	1.5625	2.4167	3.0523	3.9892	5.2500	6.3858	8.2031
Δ Speed	1.4143	1.0000	0.5625	0.8542	0.6357^[r]	0.9369	1.2608	1.1358^[r]	1.8173

8HP 76/II^[x]	760 N⋅m (561 lb⋅ft)		48 96	54 96	69 111	24 108	2 3	8.5938 1.8762	1.3597^[m]
Gear Ratio	−3.9930^[n] $-{\tfrac {2,296}{575}}$	5.5000 ${\tfrac {11}{2}}$	3.5200^[q] ${\tfrac {88}{25}}$	2.2000 ${\tfrac {11}{5}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.3172^[q] ${\tfrac {191}{145}}$	1.0000 ${\tfrac {1}{1}}$	0.8226^[q]^[r] ${\tfrac {320}{389}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.7260^[n]	1.0000	1.5625	1.6000	1.2791^[m]	1.3058	1.3172	1.2156	1.2853
Δ Step^[p]			0.9766^[q]	1.2509	0.9796^[q]	0.9913^[q]	1.0836	0.9458^[q]
Speed	-1.3774	1.0000	1.5625	2.5000	3.1977	4.1754	5.5000	6.6859	8.5938
Δ Speed	1.3774	1.0000	0.5625	0.9375	0.6977^[r]	0.9777	1.3246	1.1859^[r]	1.8321
2022: 4th Generation
8HP 100^[y]	1,000 N⋅m (738 lb⋅ft) ^[10]		48 96	54 96	60 108	24 96	2 3	7.8125 1.7889	1.3413^[m]
Gear Ratio	−3.9680^[n] $-{\tfrac {496}{125}}$	5.0000 ${\tfrac {5}{1}}$	3.2000^[q] ${\tfrac {16}{5}}$	2.1429 ${\tfrac {15}{7}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.2973^[q] ${\tfrac {1,571}{1,211}}$	1.0000 ${\tfrac {1}{1}}$	0.8327^[q]^[r] ${\tfrac {224}{269}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.7936^[n]	1.0000	1.5625	1.4933	1.2458^[m]	1.3259	1.2973	1.2009	1.3011
Δ Step^[p]			1.0463^[q]	1.1986	0.9397^[q]	1.0220^[q]	1.0803	0.9230^[q]
Speed	-1.2601	1.0000	1.5625	2.3333	2.9070	3.8542	5.0000	6.0045	7.8125
Δ Speed	1.2601	1.0000	0.5625	0.7708	0.5736^[r]	0.9473	1.1458	1.0045^[r]	1.8080

8HP 80^[z]	800 N⋅m (590 lb⋅ft) ^[10]		48 96	54 96	60 108	24 108	2 3	8.5938 1.8762	1.3597^[m]
Gear Ratio	−4.5440^[n] $-{\tfrac {1,704}{375}}$	5.5000 ${\tfrac {11}{2}}$	3.5200^[q] ${\tfrac {88}{25}}$	2.2000 ${\tfrac {11}{5}}$	1.7200^[m]^[q]^[r] ${\tfrac {43}{25}}$	1.3010^[q] ${\tfrac {389}{299}}$	1.0000 ${\tfrac {1}{1}}$	0.8327^[q]^[r] ${\tfrac {224}{269}}$	0.6400 ${\tfrac {16}{25}}$
Step	0.8262^[n]	1.0000	1.5625	1.6000	1.2791^[m]	1.3221	1.3010	1.2009	1.3011
Δ Step^[p]			0.9766^[q]	1.2509	0.9675^[q]	1.0162^[q]	1.0834	0.9230^[q]
Speed	-1.2104	1.0000	1.5625	2.5000	3.1977	4.2275	5.5000	6.6049	8.5938
Δ Speed	1.2104	1.0000	0.5625	0.9375	0.6977^[r]	1.0298	1.2725	1.1049^[r]	1.9888
2016: Racing Cars
8P 45R^[aa]	450 N⋅m (332 lb⋅ft) up to 1,050 N⋅m (774 lb⋅ft)^[28]		TBD	TBD	60 96	TBD	2 3	4.2000 TBD	1.2275^[m]
Ratio	TBD	TBD	TBD	TBD	TBD	TBD	1.0000	TBD	TBD
2017: Commercial Vehicles^[ab]
8AP 600 T^[ac] 8AP 800 T 8AP 1000 T 8AP 1200 T	600 N⋅m (443 lb⋅ft) 800 N⋅m (590 lb⋅ft) 1,000 N⋅m (738 lb⋅ft) 1,200 N⋅m (885 lb⋅ft)^[ad]		65^[ae] 115	65^[ae] 115	62 122	27 105	2 3	7.6522 1.7673	1.3374^[m]
Gear Ratio	−4.2501^[n] $-{\tfrac {10,672}{2,511}}$	4.8889 ${\tfrac {44}{9}}$	3.1235^[q] ${\tfrac {253}{81}}$	2.0334 ${\tfrac {1,584}{779}}$	1.6389^[m]^[q]^[r] ${\tfrac {59}{36}}$	1.2541^[q] ${\tfrac {123,164}{98,209}}$	1.0000 ${\tfrac {1}{1}}$	0.8400^[q]^[r] ${\tfrac {2,116}{2,519}}$	0.6389 ${\tfrac {23}{36}}$
Step	0.8693^[n]	1.0000	1.5652	1.5361	1.2407^[m]	1.3068	1.2541	1.1905	1.3148
Δ Step^[p]			1.0190^[q]	1.2381	0.9494^[q]	1.0420^[q]	1.0535	0.9054^[q]
Speed	-1.1503	1.0000	1.5652	2.4043	2.9831	3.8983	4.8889	5.8200	7.6522
Δ Speed	1.1503	1.0000	0.5652	0.8391	0.5787^[r]	0.9153	0.9906	0.9311^[r]	1.8322

8AP 1200 S ^[af]	1,200 N⋅m (885 lb⋅ft)^[ad]		65^[ae] 115	65^[ae] 115	65^[ae] 115	27 105	2 3	7.6522 1.7673	1.3374^[m]
Gear Ratio	−3.7569^[n] $-{\tfrac {3,956}{1,053}}$	4.8889 ${\tfrac {44}{9}}$	3.1235^[q] ${\tfrac {253}{81}}$	2.0334 ${\tfrac {1,584}{779}}$	1.6389^[m]^[q]^[r] ${\tfrac {59}{36}}$	1.2676^[q] ${\tfrac {49,572}{39,107}}$	1.0000 ${\tfrac {1}{1}}$	0.8305^[q]^[r] ${\tfrac {828}{997}}$	0.6389 ${\tfrac {23}{36}}$
Step	0.7685^[n]	1.0000	1.5652	1.5361	1.2407^[m]	1.2929	1.2676	1.2041	1.2999
Δ Step^[p]			1.0190^[q]	1.2381	0.9596^[q]	1.0200^[q]	1.0527	0.9263^[q]
Speed	-1.3013	1.0000	1.5652	2.4043	2.9831	3.8568	4.8889	5.8867	7.6522
Δ Speed	1.3013	1.0000	0.5652	0.8391	0.5787^[r]	0.8738	1.0321	0.9979^[r]	1.7654

Ratio R & Even	$i_{R}={\tfrac {R_{2}(S_{3}S_{4}-R_{3}R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$		$i_{2}={\tfrac {R_{2}(S_{4}+R_{4})}{(S_{2}+R_{2})S_{4}}}$		$i_{4}=1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$		$i_{6}={\tfrac {1}{1}}$	$i_{8}={\tfrac {R_{2}}{S_{2}+R_{2}}}$
Ratio Odd	$i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}$		${\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{4}R_{1}+S_{1}(S_{4}+R_{4})}}$		${\tfrac {S_{1}R_{2}R_{4}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}R_{4}(S_{3}(S_{2}+R_{2})+R_{2}R_{3})+S_{2}S_{3}S_{4}(S_{1}+R_{1})}}$			${\tfrac {R_{2}(S_{3}+R_{3})}{R_{2}(S_{3}+R_{3})+S_{2}S_{3}}}$
Algebra And Actuated Shift Elements^[ag]
Brake A^[ah]	❶	❶	❶					❶	❶
Brake B^[ai]	❶	❶	❶	❶	❶	❶
Clutch C^[aj]		❶		❶		❶	❶	❶
Clutch D^[ak]	❶				❶	❶	❶	❶	❶
Clutch E^[al]			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 C₂ and, if actuated, R₃ and S₄ Output shaft is C₄ (planetary gear carrier of gearset 4) 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 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 Sun 4: sun gear of gearset 4 Ring 4: ring gear of gearset 4 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 4) 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) without generation designation Der neue BMW M760 Li xDrive · BMW Medieninformation Deutschland (The new BMW M760 Li xDrive · BMW Media Information Germany) · 02/2016 · p. 23 · and Der neue BMW M760 Li xDrive · Technische Daten · BMW Medieninformation Oesterreich (The new BMW M760 Li xDrive · Technical Specifications · BMW Media Information Austria) · 01/2017 · p. 2 · 800 N⋅m (590 lb⋅ft)^[17]^[16] narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · Alpina B3 Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[18]^[16] Technical specifications · The new BMW 3 Series Sedan · BMW Media Information · 03/2019 · p. 2: BMW 320i Sedan · 300 N⋅m (221 lb⋅ft)^[19]^[16] loc. cit. · p. 10: BMW M340i xDrive Sedan · 500 N⋅m (369 lb⋅ft)^[19]^[16] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · loc. cit. · p. 18: BMW 330d Sedan · 580 N⋅m (428 lb⋅ft)^[19]^[16] and Alpina D3 S Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[20] narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022^[21]^[22] The all-new BMW M5 · Market launch June 2024^[23]^[24] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series · Market launch 2022/2023^[25]^[26] Alpina XB7 AWD · Technical Data^[27] w/o hydraulic torque converter · narrow total ratio span of 4.2^[28] based on the same gearset concept as the 8HP transmissions^[29]^[30] Automatic Powershift Transmission for Trucks^[31] higher torque on demand^[32] 65/115 or 52/92^[32]^[33] Automatic Powershift Transmission for Special vehicles^[33]^[34] Permanently coupled elements S₁ and S₂ C₁ (carrier 1) and R₄ R₂ and S₃ R₃ and S₄ Blocks S₁ and S₂ Blocks R₁ Couples R₃ and S₄ with the turbine Couples C₃ (carrier 1) with C₄ (carrier 4) Couples R₂ and S₃ with R₃ and S₄

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More information Model, Max. torque petrol ...

Variants And Applications
Model	Max. torque petrol	Max. torque diesel	Car Model^[a]

2008: Pilot Series (8HP 70 only) · 2010: 1st Generation
8HP 45	450 N⋅m (332 lb⋅ft)	500 N⋅m (369 lb⋅ft)	BMW 1 Series (F20) BMW X1 (E84) BMW 2 Series (F22) M235i BMW 3 Series (F30) BMW 4 Series (F32) BMW 5 Series (F10/F11)	BMW 6 Series (F06/F12/F13) BMW 7 Series (F01/F02) BMW X3 (F25) BMW X4 (F26) BMW X5 (E70) 35i BMW X5 (F15) BMW X6 (F16)	BMW Z4 (E89) Jaguar XE Jaguar XF (X250) (2013–2015) Jaguar XJ (2013–) Lancia Thema V6 Land Rover Range Rover (L322) (2011–2012)	Land Rover Range Rover (L405) (2012–) Land Rover Range Rover Velar I4 (2017–)
Torqueflite 845RE^[35]	450 N⋅m (332 lb⋅ft)	500 N⋅m (369 lb⋅ft)	Chrysler 300 3.6 L Pentastar V6 (2011–2023)^[36] Chrysler 300 C Dodge Challenger 3.6 L Pentastar V6 (2015–2023)	Dodge Charger 3.6 L Pentastar V6 (2012–2023)^[37] Dodge Durango^[38]^[39] 3.6 L Pentastar V6 (2014–2017)	Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2014–2016)	Ram 1500 3.6 L Pentastar V6^[40]^[41]^[42] (2012–2019)
8HP 55	650 N⋅m (479 lb⋅ft)	650 N⋅m (479 lb⋅ft)	Audi A4 North American (US) B8/8.5 Quattro Versions^[43] (2011–)	Audi A5 North American (US) B8/8.5 Quattro Versions (2011–)	Audi A6 (C7) Audi A7 (C7) Audi A6 Hybrid (C7)	Audi S4 (B9) Audi S5 (B9)
8HP 65	650 N⋅m (479 lb⋅ft)	650 N⋅m (479 lb⋅ft)	Audi A4 (B9)	Audi A6 Hybrid (C7 PHEV) PR China^[44]	Audi A6 (C8) Audi A7 (C8) Audi Q7 (4M) Audi Q8	Audi A8 (D4) Audi A8 (D5) Audi S6 (C8) Porsche Cayenne (2018-) Volkswagen Touareg (2018-)
8HP 70 Pilot & 1st	700 N⋅m (516 lb⋅ft)	700 N⋅m (516 lb⋅ft)	Alpina B3 (F30/F31) Alpina D3 (F30/F31) Alpina B3 (G20/G21) Alpina D3 (G20/G21) Alpina B4 (F32/F33) Alpina D4 (F32/F33) Alpina XD4 Aston Martin Rapide S 2014–2020^[45] Aston Martin Vanquish 2015–2018 Audi Q5 8AT version Audi Q7 (2011–2015) BMW 3 Series (F30) 330d & 335d BMW 4 Series (F32) 430d & 435d BMW 5 Series (F10/F11) BMW 7 Series (F01/F02) BMW X5 (E70) 50i Chrysler 300 5.7 L HEMI V8 (2015–2023) Dodge Challenger 5.7 L HEMI V8 (2015–2023)	Dodge Charger 5.7 L HEMI V8 (2015–2023) Dodge Charger 6.4 L HEMI V8 Dodge Durango^[38]^[39] 5.7 L HEMI V8 Dodge Durango^[38]^[39] 6.4 L HEMI V8 Haval H9 (2017–) Iveco Daily (2014–)^[46] Jaguar F-Type V6 & V8 Jaguar XE 35t Jaguar XF (X250) (2013–2015) Jaguar XJ (2013–) Jeep Grand Cherokee (WK2) 5.7 L HEMI V8 Engine Code [T] EZH & 6.4 L HEMI V8 Engine Code [J] ESG (2014–) Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2014–2016)	Jeep Grand Cherokee WL & L 5.7 L HEMI V8 (2021–) Land Rover Discovery LR4 (2009–2016) Land Rover Range Rover Sport L320 SDV6 only (2012–2013) Land Rover Range Rover (L322) TDV8 only (2011–2012) Land Rover Range Rover (L405) (2012–) Land Rover Range Rover Sport L494 (2012–) Land Rover Range Rover Velar V6 & V8 (2017–) MAN TGE (longitudinal engine only) (2017–) Maserati Ghibli (M157) Maserati Grecale Maserati Levante	Maserati Quattroporte^[47] (2013–) Morgan Plus Six Porsche Panamera Diesel & Hybrid models only (2009–2016) Porsche Cayenne (2011–2018) Ram 1500 5.7 L HEMI V8^[40]^[41]^[42] (2012–2019) Ram 1500 3.0 L EcoDiesel V6^[40]^[41]^[42] (2013–2019) Rolls-Royce Phantom VII Rolls-Royce Phantom VIII Volkswagen Touareg (2011–2018) Volkswagen Amarok (2012–2020) Volkswagen Crafter SY/SZ (longitudinal engine only) (2017–)
8HP 90	900 N⋅m (664 lb⋅ft)	1,000 N⋅m (738 lb⋅ft)	Audi Q7 V8 TDI only (2011–2015) Audi A8 (D4) Audi RS6 (C7) Bentley Mulsanne (2010) Bentley Continental GT 2nd gen. (2011–2018)	BMW 760i/Li (F01/F02)^[44] Dodge Challenger SRT Hellcat 6.2 L HEMI V8 Supercharged	Dodge Charger SRT Hellcat 6.2 L HEMI V8 Supercharged Porsche Cayenne (2011–2018) Turbo models and V8 Diesel only Rolls-Royce Ghost^[48]	Rolls-Royce Wraith (2013) Volkswagen Touareg V8 TDI only (2011–2018)
2014: 2nd Generation
8HP 50	500 N⋅m (369 lb⋅ft)	500 N⋅m (369 lb⋅ft)	Alfa Romeo Giulia Alfa Romeo Stelvio BMW 1 Series (F20) LCI BMW X1 (E84) BMW 2 Series (F22) M240i BMW 3 Series (F30) LCI	BMW 4 Series (F32) LCI BMW 5 Series (F10//F11) BMW 5 Series (G30/G31) BMW 7 Series (G11/G12) BMW X3 20D (G01) BMW X3 30i (G01) BMW X3 M40i (G01)	BMW X4 20D (G02) BMW X4 30i (G02) BMW X4 M40i (G02) BMW X7 Jaguar F-Pace (2016–) Jaguar XF (X260) (2016–) Jaguar XJ (–2019)	Land Rover Defender (L663) (2019–) Land Rover Range Rover (L405) (–2022) Land Rover Range Rover (L460) (2022–) Maserati Grecale Hongqi H9 V6 (2024–)
Torqueflite 850RE^[49]	500 N⋅m (369 lb⋅ft)	500 N⋅m (369 lb⋅ft)	Dodge Charger Pursuit V6 (2021–2023) Dodge Durango^[38]^[39] 3.6 L Pentastar V6 (2017–)	Jeep Gladiator (JT) 3.6 L Pentastar V6 (2019–) Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2017–2021) Jeep Grand Cherokee WL & L 2.0 L I4 (2021–)	Jeep Grand Cherokee WL & L 3.6 L Pentastar V6 (2021–) Jeep Wrangler/Unlimited (JL) 2.0 L I4 Hurricane Turbocharged (2017–)	Jeep Wrangler/Unlimited (JL) 3.6 L Pentastar V6 (2017–) Ram 1500 (DT) 3.6 L Pentastar V6 (2019–)
8HP 75	700 N⋅m (516 lb⋅ft) ^[50]	740 N⋅m (546 lb⋅ft) ^[50]	Alfa Romeo Giulia Quadrifoglio Alfa Romeo Stelvio Quadrifoglio Alpina B5 (G30/G31) Alpina D5 (G30/G31) Alpina B6 (F12) Gran Coupé (2014) Alpina XD3 Alpina XB7 Aston Martin DB11 Aston Martin Vantage (2018) V8	BMW 5 Series (G30/G31) BMW M5 (F90) BMW 7 Series (G11/G12)^[51] BMW X3 30D (G01) BMW X5 (F15)^[52] BMW X5 (F85) M BMW X6 (F86) M BMW X7 Jaguar F-Pace (2016–) Jaguar XF (X260) (2016–) Jaguar XJ (–2019) Jeep Gladiator (JT) 3.0 L EcoDiesel V6 (2020–2023)	Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2017–2021) Jeep Wagoneer/Grand Wagoneer (WS) (2021–) Jeep Wrangler 392 (2021–) Jeep Wrangler/Unlimited (JL) 6.4 L HEMI V8 (2021–) Jeep Wrangler/Unlimited (JL) 3.0 L EcoDiesel V6 (2020–2023)	JMC Vigus Land Rover Defender (L663) (2019–) Land Rover Discovery L462 (2017–) Land Rover Range Rover (L405) (–2022) Land Rover Range Rover (L460) (2022–) Ram 1500 (DT) 5.7 L HEMI V8 (2019–) Ram 1500 (DT) 3.0 L EcoDiesel V6 (2019–2023)
8HP 75-LCV	700 N⋅m (516 lb⋅ft) ^[50]	740 N⋅m (546 lb⋅ft) ^[50]	Ram 2500 6.4 L HEMI V8 (2018–)	Ram 3500 6.4 L HEMI V8 (2018–)
8HP 95	900 N⋅m (664 lb⋅ft)	1,000 N⋅m (738 lb⋅ft)	Aston Martin DBS Superleggera^[45] Audi S8 Audi RS6^[53] Audi RS7^[54] Audi SQ7 \|Audi Q8 Audi RS Q8	Bentley Bentayga Bentley Flying Spur (2013) 2014–2019 BMW M760i/Li^[44] Dodge Durango^[38]^[39] SRT Hellcat 6.2 L HEMI V8 Supercharged	Jeep Grand Cherokee (WK2) SRT Trackhawk 6.2 L HEMI V8 Supercharged Lamborghini Urus Porsche Cayenne Turbo models only (2018-) Ram 1500 (DT) TRX 6.2 L HEMI V8 Supercharged (2020–)	Rolls-Royce Ghost Black Badge Rolls-Royce Wraith (2013) Black Badge Rolls-Royce Dawn Black Badge Rolls-Royce Cullinan Volkswagen Touareg V8 TDI only (2018-)
2018: 3rd Generation
8HP 51	500 N⋅m (369 lb⋅ft)	500 N⋅m (369 lb⋅ft)	BMW 2 Series (G42) BMW 3 Series (G20) BMW 4 Series (G22)	BMW Z4 (G29) BMW X3 M40i (G01)	BMW X4 M40i (G02) Jaguar XE 20d RWD (2019–)	Morgan Plus Four Toyota GR Supra
8HP 76	760 N⋅m (561 lb⋅ft)	760 N⋅m (561 lb⋅ft)	Alpina B7 (G11/12)^[55] Alpina B8 BMW 3 Series (G20/G21) M340dX & 330d & 330dX	BMW 4 Series (G22/G23) M440dX & 430d & 430dX BMW M3 (G80/G81)	BMW M5 (F90) (2020–) BMW M8 (F91/F92/F93)	BMW 730d (G11/G12) LCI BMW 8 Series (G15) BMW X5 (F95) M BMW X7
2022: 4th Generation
8HP 80	800 N⋅m (590 lb⋅ft)	800 N⋅m (590 lb⋅ft)	BMW 7 Series (G70/G73)	BMW X5 (G05) BMW X5 M (F95)	BMW X6 (G06) BMW X6 M (F96)	BMW X7(G07 LCI) Alpina XB7 (G07) Hongqi Guoya
8HP 100	1,000 N⋅m (738 lb⋅ft)	1,000 N⋅m (738 lb⋅ft)	BMW XM (G09)	BMW M5 (G90)
1st–3rd Generation
8HP 30	300 N⋅m (221 lb⋅ft)	300 N⋅m (221 lb⋅ft)	BMW 1 Series (F20) 116i	BMW X1 (E84)	CMC Zinger (2023–)
Various
8HP TBD			AEBI MT750 Great Wall Pao (2019–)	Great Wall Tank 300 (2020–)	Haval H8 (2017–2018) Ineos Grenadier	VinFast LUX A2.0 VinFast LUX SA2.0

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[47]
"2014 Maserati Quattroporte [w/video]". Retrieved 12 December 2012.
[48]
"RR ghost specification". Retrieved 21 February 2010.
[49]
"New Generation of the 8HP in the BMW 5 Series". Retrieved 20 August 2014.
[50]
8HP 75 Data Sheet · p. 4 · Saarbruecken 2016
[51]
"2016 BMW 7 Series Sedan: Teutonic Technology". 24 September 2015. Retrieved 24 April 2016.
[52]
"BMW Model Year Actions – July and August 2014". Retrieved 24 April 2016.
[53]
"New vehicles with ZF technology". Retrieved 18 June 2011.
[54]
"New vehicles with ZF technology (Japan)". Retrieved 18 June 2011.
[55]
"BMW Alpina B7 Long-wheelbase AWD Technical Data". Retrieved 10 May 2019.

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

[Progress-15] 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] 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

[4] 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

[5] 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)

[6] negative, if the output increases and the input decreases, is perfect

[7] 2 or above is good

[8] 1 or above is acceptable (red)

[9] below this is unsatisfactory (bold)

[16] Direct Predecessor
To reflect the progress of the specific model change

[11] To reflect the progress of the specific model change

[rev-17] us 1 reverse gear

[18] which 2 gearsets are combined as a compound Ravigneaux gearset

[19] 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

[15] 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

[16] 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

[17] 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

[18] All transmission variants consist of 7 main components

[19] 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

[20] Turbo-Hydramatic from GM

[21] Cruise-O-Matic from Ford

[22] TorqueFlite from Chrysler

[23] Detroit Gear from BorgWarner for Studebaker

[24] BW-35 from BorgWarner and as T35 from Aisin

[25] 3N 71 from Nissan/Jatco

[26] 3 HP from ZF Friedrichshafen

[27] W3A 040 and W3B 050 from Mercedes-Benz

[20] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts are C₂ and, if actuated, R₃ and S₄

Output shaft is C₄ (planetary gear carrier of gearset 4)

[29] Input and output are on opposite sides

[30] Planetary gearset 1 is on the input (turbine) side

[31] Input shafts are C₂ and, if actuated, R₃ and S₄

[32] Output shaft is C₄ (planetary gear carrier of gearset 4)

[21] 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

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

[35] 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

[36] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[39] r when towing a trailer

[22] 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

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

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

[43] Together with the final drive ratio

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

[23] 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

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

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

shifting comfort increases

[48] the gears connect better to each other

[49] shifting comfort increases

[24] Sun 1: sun gear of gearset 1

[25] Ring 1: ring gear of gearset 1

[26] Sun 2: sun gear of gearset 2

[27] Ring 2: ring gear of gearset 2

[28] Sun 3: sun gear of gearset 3

[29] Ring 3: ring gear of gearset 3

[30] Sun 4: sun gear of gearset 4

[31] Ring 4: ring gear of gearset 4

[50:50-32] 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 4) 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)

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

[60] rticularly 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 4) is always smaller

[61] the lower half of the gear steps (between the small gears; rounded down, here the first 3) is always larger

[62] the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smaller

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

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

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

[R:1-33] 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)

[67] 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

[68] rment when maneuvering

[69] specially when towing a trailer

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

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

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

[73] Above this is unsatisfactory (bold)

[1:2-34] 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)

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

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

a smooth gear shift

[77] r a good speed connection and

[78] smooth gear shift

[79] 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)

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

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

[82] Above is unsatisfactory (bold)

[LS-35] From large to small gears (from right to left)

[step-36] 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)

[85] 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

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

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

[88] Not progressively increasing is acceptable (red)

[89] Not increasing is unsatisfactory (bold)

[speed-37] 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)

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

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

[93] 1 difference smaller than the previous one is acceptable (red)

[94] 2 consecutive ones are a waste of possible ratios (bold)

[38] without generation designation

[43] Der neue BMW M760 Li xDrive · BMW Medieninformation Deutschland (The new BMW M760 Li xDrive · BMW Media Information Germany) · 02/2016 · p. 23 · and Der neue BMW M760 Li xDrive · Technische Daten · BMW Medieninformation Oesterreich (The new BMW M760 Li xDrive · Technical Specifications · BMW Media Information Austria) · 01/2017 · p. 2 · 800 N⋅m (590 lb⋅ft)^[17]^[16]

[45] rrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · Alpina B3 Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[18]^[16]

[47] Technical specifications · The new BMW 3 Series Sedan · BMW Media Information · 03/2019 · p. 2: BMW 320i Sedan · 300 N⋅m (221 lb⋅ft)^[19]^[16]

[48] . cit. · p. 10: BMW M340i xDrive Sedan · 500 N⋅m (369 lb⋅ft)^[19]^[16]

[50] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · loc. cit. · p. 18: BMW 330d Sedan · 580 N⋅m (428 lb⋅ft)^[19]^[16] and Alpina D3 S Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[20]

[55] rrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022^[21]^[22] The all-new BMW M5 · Market launch June 2024^[23]^[24]

[59] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series · Market launch 2022/2023^[25]^[26] Alpina XB7 AWD · Technical Data^[27]

[61] w/o hydraulic torque converter · narrow total ratio span of 4.2^[28]

[64] sed on the same gearset concept as the 8HP transmissions^[29]^[30]

[66] Automatic Powershift Transmission for Trucks^[31]

[torque-68] r torque on demand^[32]

[5or4-70] 65/115 or 52/92^[32]^[33]

[72] Automatic Powershift Transmission for Special vehicles^[33]^[34]

[73] Permanently coupled elements
S₁ and S₂

C₁ (carrier 1) and R₄

R₂ and S₃

R₃ and S₄

[110] S₁ and S₂

[111] C₁ (carrier 1) and R₄

[112] R₂ and S₃

[113] R₃ and S₄

[74] Blocks S₁ and S₂

[75] Blocks R₁

[76] Couples R₃ and S₄ with the turbine

[77] Couples C₃ (carrier 1) with C₄ (carrier 4)

[78] Couples R₂ and S₃ with R₃ and S₄

[79] without any claim of completeness

[1] [1]
Duane, Salerno (25 April 2019). "Reviewed: Chrysler Group's 8 speed automatic transmission". salernoduanesummit.com. Retrieved 10 May 2019.

[2] [2]
"Ram ZF 8 Speed Automatic Transmission TorqueFlite 8 ZF 8HP70". 29 September 2014. Archived from the original on 15 December 2021. Retrieved 10 May 2019 – via YouTube.

[3] [3]
"ZF and Chrysler Reach Agreement for new 8-Speed Automatic Transmissions". Retrieved 10 June 2010.

[4] [4]
"US Patent 8,105,196 B2: Automatic Transmission Gear And Clutch Arrangement" (PDF). US Patent Office. 31 January 2012. Retrieved 18 November 2024.

[dive-5] [5]
Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". TTAC: The Truth About Cars · Pt. 1. Retrieved 7 July 2019. and "loc. cit. · Pt. 2". 23 April 2014. Retrieved 18 November 2024.

[ZF_8HP-7] [6]
"8-Speed Automatic Transmission". ZF Friedrichshafen AG. Retrieved 19 September 2016.

[ZF_8HP_PDF-8] [7]
"The freedom to exceed limits" (PDF). brainfunkers.co. ZF Friedrichshafen AG. Retrieved 7 January 2020.

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"ZF showcasing second-generation 8HP 8-speed transmission at NAIAS; additional 3% boost in fuel savings". Green Car Congress. Retrieved 13 July 2015.

[10] [9]
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[4th-11] [10]
Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". Retrieved 15 November 2024.

[12] [11]
"Fuel saving and minimizing CO2 emissions". ZF Friedrichshafen AG. Archived from the original on 19 July 2009. Retrieved 18 September 2009.

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Hanlon, Mike (4 May 2007). "ZF Develops 8-Sped automatic". Gizmag.

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"Maximum driving enjoyment with maximum agility". ZF Friedrichshafen AG. Retrieved 18 September 2009.

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"8HP 55A Repair Manual · Picture 10106" (PDF). 2014. p. 169.

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"Technical Specifications · BMW XM". 28 September 2022. Retrieved 15 November 2024.

[53] [23]
"The all-new BMW M5". 26 June 2024. Retrieved 15 November 2024.

[54] [24]
"Technical Specifications · BMW M5". 26 June 2024. Retrieved 15 November 2024.

[56] [25]
"Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series". 28 September 2022. Retrieved 15 November 2024.

[57] [26]
"Technical specifications · BMW 7 series · 740d xDrive". 28 September 2022. Retrieved 15 November 2024.

[58] [27]
"Technical Data: Alpina Automobiles". 2024. Retrieved 15 November 2024.

[racing-60] [28]
"Durable and fast – ZF Race Transmissions" (PDF). www.zf.com.

[62] [29]
"PowerLine > Powershift Transmission - ZF".

[63] [30]
"ZF PowerLine - 8 Speed Automatic Transmission" (PDF). www.zf.com.

[65] [31]
"Product Overview - Transmission & E-Mobility Driveline Systems for Trucks & Vans" (PDF). www.zf.com. p. 7.

[8AP_torque-67] [32]
"Data Sheet - PowerLine" (PDF). www.zf.com.

[atz-69] [33]
Efficient Torque Converter Automatic Transmission for Commercial Vehicles (ZF 8AP) · Winfried Gründler · Herbert Mozer · Frank Sauter: ATZ worldwide 06/2017 · pp. 36–39

[71] [34]
"The New Driving Experience - 8-speed automatic transmission ZF-PowerLine" (PDF). www.zf.com.

[80] [35]
"New Eight Speed Transmission Introduced by Chrysler". Retrieved 2 September 2011.

[81] [36]
"America's First Luxury Sedan With Eight-speed Automatic Transmission". Retrieved 5 September 2011.

[82] [37]
"2012 Chrysler Fleet Buying Guide" (PDF). Retrieved 21 July 2011.

[autoblog_future_use_of_8-speed-83] [38]
"SEC filing reveals new V6 and 8-speed transmission for Ram". Retrieved 9 March 2012.

[durango2-84] [39]
"2014 Dodge Durango Bows With Eight-Speed". Retrieved 28 March 2013.

[ram1-85] [40]
"2013 Ram 1500 Unveiled With Eight-Speed". Retrieved 5 April 2012.

[ram2-86] [41]
"ZF to Supply 8-Speed Automatic Transmission to new 2013 Ram 1500 Pick-up Truck". ZF Friedrichshafen AG. Retrieved 20 April 2012.

[ram3-87] [42]
"2013 Ram 1500 Crew Cab SLT 4x4 [w/video]". Autoblog.com. Retrieved 25 August 2012.

[88] [43]
Audi. "Audi 8-speed to replace 6-speed automatic across most of range". Motor1.com. Retrieved 4 February 2020.

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"Getriebekatalog Abfrage – Technische Daten –" (PDF). zfservis.sk. Retrieved 21 August 2021.

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"Aston Martin Automatic Gearboxes". JT Automatics Ltd. Archived from the original on 25 April 2016.

[91] [46]
"On Tour With More Comfort ZF Delivers 8-Speed Automatic Transmission for New Iveco Daily". Retrieved 16 November 2014.

[92] [47]
"2014 Maserati Quattroporte [w/video]". Retrieved 12 December 2012.

[93] [48]
"RR ghost specification". Retrieved 21 February 2010.

[94] [49]
"New Generation of the 8HP in the BMW 5 Series". Retrieved 20 August 2014.

[8HP75-95] [50]
8HP 75 Data Sheet · p. 4 · Saarbruecken 2016

[96] [51]
"2016 BMW 7 Series Sedan: Teutonic Technology". 24 September 2015. Retrieved 24 April 2016.

[97] [52]
"BMW Model Year Actions – July and August 2014". Retrieved 24 April 2016.

[98] [53]
"New vehicles with ZF technology". Retrieved 18 June 2011.

[99] [54]
"New vehicles with ZF technology (Japan)". Retrieved 18 June 2011.

[100] [55]
"BMW Alpina B7 Long-wheelbase AWD Technical Data". Retrieved 10 May 2019.

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ZF 8HP transmission

ZF 8HP transmission

2008: Pilot Series

2010: 1st Generation

2014: 2nd Generation

2018: 3rd Generation

2022: 4th Generation

Layout (Gearset Concept) Progress

Progress Quality

Layout Quality

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Specifications

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References

External links