ZF 5HP transmission

5HP 18 · 5HP 30 · 5HP 24
5HP 18 · 5HP 30 · 5HP 24
Overview
Manufacturer	ZF Friedrichshafen
Production	1991–2008
Model years	1991–2008
Body and chassis
Class	5-Speed Longitudinal Automatic Transmission
Related	MB 5G-Tronic
Chronology
Predecessor	ZF 4HP Transmission Family
Successor	ZF 6HP

5HP is ZF Friedrichshafen AG's trademark name for its 5-speed automatic transmission models (5-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken.

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

5HP 18 · 1990 5HP 19 · 1997	−4.096	3.665	1.995	1.407	1.000	0.742	4.936	1.650	1.491	3 Gearsets 3 Brakes 4 Clutches

5HP 30 · 1992	−3.684	3.553	2.244	1.545	1.000	0.787	4.517	1.672	1.458	3 Gearsets 3 Brakes 3 Clutches
5HP 24 · 1996	−4.095	3.571	2.200	1.505	1.000	0.804	4.444	1.694	1.452	3 Gearsets 3 Brakes 3 Clutches

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

Specifications

Final Conventionally Designed Gearbox

With planetary gearboxes, the number of gears can be increased conventionally by adding additional gearsets as well as brakes and clutches, or conceptually by switching from serial to parallel power flow. The conceptual way requires a computer-aided design.

The 5HP is the last transmission family with serial power flow: to provide more gears, components were added. This makes these transmissions larger, heavier and even more expensive to manufacture. As the presence of 10 main components (together with brakes and clutches) in the Ravigneaux gearbox types shows, this meant the end of the conventional gearbox design. The approach of the all new Lepelletier gear mechanism from the later 6HP-family, requiring only 8 main components for 6 gears, reflects the progress that this new paradigm represented.

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

Gear Ratios
With Assessment		Planetary Gearset: Teeth^[a]			Count	Total^[b] Center^[c]	Avg.^[d]
With Assessment		Ravigneaux		Simple	Count	Total^[b] Center^[c]	Avg.^[d]

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

5HP 18	310 N⋅m (229 lb⋅ft) 1990	38 34^[q]	34 98	32 76	3 4	4.9363 1.6495	1.4906^[k]
Gear Ratio	−4.0960^[l] $-{\tfrac {1,323}{323}}$	3.6648 ${\tfrac {1,323}{361}}$	1.9990^[m] ${\tfrac {7,938}{3,971}}$	1.4067^[k]^[o]^[p] ${\tfrac {294}{209}}$	1.0000 ${\tfrac {1}{1}}$	0.7424 ${\tfrac {49}{66}}$
Step	1.1176^[l]	1.0000	1.8333^[m]	1.4211^[k]	1.4067	1.3469
Δ Step^[n]			1.2901	1.0102^[o]	1.0444
Speed	-0.8947	1.0000	1.8333	2.6053	3.6648	4.9363
Δ Speed	0.8947	1.0000	0.8333	0.7719^[p]	1.0596	1.2715

5HP 19	325 N⋅m (240 lb⋅ft) 1997	38 34^[q]	34 98	32 76	3 4	4.9363 1.6495	1.4906^[k]
Ratio	−4.0960^[l]	3.6648	1.9990^[m]	1.4067^[k]^[o]^[p]	1.0000	0.7424

Ratio R & Even	$-{\tfrac {R_{2}(S_{3} R_{3})}{S_{2}R_{3}}}$	${\tfrac {R_{2}(S_{1} R_{1})(S_{3} R_{3})}{S_{1}R_{3}(S_{2} R_{2})}}$			${\tfrac {1}{1}}$
Ratio Odd	${\tfrac {R_{1}R_{2}(S_{3} R_{3})}{S_{1}S_{2}R_{3}}}$		${\tfrac {R_{2}(S_{1} R_{1})}{S_{1}(S_{2} R_{2})}}$		${\tfrac {R_{2}}{S_{2} R_{2}}}$
Algebra And Actuated Shift Elements
Brake A^[r]			❶	❶		❶
Brake B^[s]	❶	❶
Brake C^[t]	❶	❶	❶
Clutch D^[u]		❶	❶	❶	❶
Clutch E^[v]	❶
Clutch F^[w]					❶	❶
Clutch G^[x]				❶	❶	❶

		Lepelletier Gear Mechanism
		Simple	Ravigneaux
6HP^[y]	600 N⋅m (443 lb⋅ft) 2000	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327^[k]
Gear Ratio	−3.4025^[l] $-{\tfrac {4,590}{1,349}}$	4.1708 ${\tfrac {9,180}{2,201}}$	2.3397^[m] ${\tfrac {211,140}{90,241}}$	1.5211 ${\tfrac {108}{71}}$	1.1428^[o]^[p] ${\tfrac {9,180}{8,033}}$	0.8672 ${\tfrac {4,590}{5,293}}$	0.6911 ${\tfrac {85}{123}}$
Step	0.8158^[l]	1.0000	1.7826^[m]	1.5382	1.3311	1.3178	1.2549
Δ Step^[n]			1.1589	1.1559	1.0101^[o]	1.0502
Speed	–1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078^[p]	1.1599	1.2258

^ Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input shafts are, if actuated, S₁, C₁/C₂ (the combined carrier of the compound Ravigneaux gearset 1 2), and R₁/S₂ Output shaft is C₃ (the carrier of gearset 3) ^ 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h 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 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) ^ ^a ^b ^c ^d ^e ^f 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) ^ ^a ^b ^c ^d ^e ^f 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) ^ ^a ^b ^c From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f 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) ^ ^a ^b ^c ^d ^e ^f 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) ^ ^a ^b inner and outer sun gears of the Ravigneaux planetary gearset are inverted ^ Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset) ^ Blocks C₁ and C₂ (the common Ravigneaux carrier 1 2) ^ Blocks S₃ ^ Connects S₁ (the sun of the inner Ravigneaux gearset) with the turbine ^ Couples R₁ (the ring gear of the inner Ravigneaux gearset) and S₂ (the sun gear of the outer Ravigneaux gearset) with the turbine ^ Connects C₁ and C₂ (the common Ravigneaux carrier 1 2) with the turbine ^ Couples S₃ with R₃ ^ To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

Gear Ratios
With Assessment		Planetary Gearset: Teeth^[a]			Count	Total^[b] Center^[c]	Avg.^[d]
With Assessment		Simpson		Simple	Count	Total^[b] Center^[c]	Avg.^[d]

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

5HP 30	560 N⋅m (413 lb⋅ft) 1992	40 100	32 108	38 97	3 3	4.5169 1.6716	1.4578^[k]
Gear Ratio	−3.6842 $-{\tfrac {70}{19}}$	3.5526 ${\tfrac {135}{38}}$	2.2436 ${\tfrac {175}{78}}$	1.5449^[k]^[o] ${\tfrac {275}{178}}$	1.0000^[k] ${\tfrac {1}{1}}$	0.7865^[p] ${\tfrac {70}{89}}$
Step	1.0370	1.0000	1.5835	1.4522^[k]	1.5449^[k]	1.2714
Δ Step^[n]			1.0904	0.9400^[o]	1.2151
Speed	-0.9643	1.0000	1.5835	2.2995	3.5526	4.5169
Δ Speed	0.9643	1.0000	0.5835	0.7161	1.2531	0.9643^[p]

5HP 24	440 N⋅m (325 lb⋅ft) 1996	36 93	32 100	35 90	3 3	4.4435 1.6943	1.4519^[k]
Gear Ratio	−4.0952^[l] $-{\tfrac {86}{21}}$	3.5714 ${\tfrac {25}{7}}$	2.2000 ${\tfrac {11}{5}}$	1.5047^[o] ${\tfrac {161}{107}}$	1.0000^[k] ${\tfrac {1}{1}}$	0.8037^[p] ${\tfrac {86}{107}}$
Step	1.1467^[l]	1.0000	1.6234	1.4621	1.5047^[k]	1.2419
Δ Step^[n]			1.1103	0.9717^[o]	1.2094
Speed	-0.8721	1.0000	1.6234	2.3736	3.5714	4.4435
Δ Speed	0.8721	1.0000	0.6234	0.7502	1.1979	0.8721^[p]

Ratio R & Even	$-{\tfrac {S_{2}(S_{1} R_{1})(S_{3} R_{3})}{S_{1}R_{2}S_{3}}}$		${\tfrac {(S_{2} R_{2})(S_{3} R_{3})}{S_{2}R_{3} S_{3}(S_{2} R_{2})}}$		${\tfrac {1}{1}}$
Ratio Odd		${\tfrac {S_{3} R_{3}}{S_{3}}}$	${\tfrac {(S_{1}(S_{2} R_{2}) R_{1}S_{2})(S_{3} R_{3})}{S_{2}(S_{1} R_{1})(S_{3} R_{3}) S_{1}R_{2}S_{3}}}$		${\tfrac {S_{2}(S_{1} R_{1})(S_{3} R_{3})}{S_{2}(S_{1} R_{1})(S_{3} R_{3}) S_{1}R_{2}S_{3}}}$
Algebra And Actuated Shift Elements
Brake A^[q]				❶		❶
Brake B^[r]			❶
Brake C^[s]	❶	❶
Clutch D^[t]		❶	❶	❶	❶
Clutch E^[u]					❶	❶
Clutch F^[v]	❶

		Lepelletier Gear Mechanism
		Simple	Ravigneaux
6HP^[w]	600 N⋅m (443 lb⋅ft) 2000	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327^[k]
Gear Ratio	−3.4025^[l] $-{\tfrac {4,590}{1,349}}$	4.1708 ${\tfrac {9,180}{2,201}}$	2.3397^[m] ${\tfrac {211,140}{90,241}}$	1.5211 ${\tfrac {108}{71}}$	1.1428^[o]^[p] ${\tfrac {9,180}{8,033}}$	0.8672 ${\tfrac {4,590}{5,293}}$	0.6911 ${\tfrac {85}{123}}$
Step	0.8158^[l]	1.0000	1.7826^[m]	1.5382	1.3311	1.3178	1.2549
Δ Step^[n]			1.1589	1.1559	1.0101^[o]	1.0502
Speed	–1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078^[p]	1.1599	1.2258

^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are, if actuated, S₁, C₂, S₃, and R₁ Output shaft is C₃ (the carrier of gearset 3) ^ 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k 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 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) ^ ^a ^b ^c ^d ^e 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) ^ ^a ^b ^c 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) ^ ^a ^b ^c ^d From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g 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) ^ ^a ^b ^c ^d ^e ^f ^g 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 ^ Blocks C₁ (the carrier of gearset 1) ^ Blocks R₃ ^ Connects S₂ and S₃ with the turbine ^ Connects R₁ with the turbine ^ Connects C₁ with the turbine ^ To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

Applications

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

5HP 18

Introduced in MY 1991 on the BMW E36 320i/325i and E34 5 Series.
Input torque maximum is 310 N⋅m (229 lb⋅ft)
Weight: ~75 kg (165 lb)
Oil capacity: ~10.5 L (11.1 US qt)

Applications^[1]

1992–1993 BMW E32 — 730i M60B30
1992–1995 BMW E34 — 525i M50B25TÜ
1992–1995 BMW E34 — 530i M60B30
1992–1995 BMW E34 — 525tds M51D25
1995–2000 BMW E38 — 725tds M51D25
1994–1996 BMW E38 — 730I M60B30
1993–1996 BMW E36 — M3 S50B30US
1995–1999 BMW E36 — 328i M52B28 - BMW Part No A5S 310Z
1996–1998 BMW E38 — 728i/iL M52B28
1997–1999 BMW E36 — M3 3.2 S52B32
1995–1999 BMW E39 — 523i M52B25
1995–1999 BMW E39 — 528i M52B28
1995–1999 BMW E39 — 525tds M51D25
1991–1999 BMW E36 — 320i

5HP 19

Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Porsche, and Volkswagen Passenger Cars.
Input torque maximum is 300 N⋅m (221 lb⋅ft)
Weight: ~79 kg (174 lb)
Oil capacity: ~9.2 L (9.7 US qt)

Applications^[1]

BMW — longitudinal engine, rear wheel drive

2001–2003 BMW E46 — 330Ci M54B30
2001–2003 BMW E46 — 330i M54B30
2000–2003 BMW E46 — 320i M52TUB20/ M54B22
2000– BMW E46 — 323Ci M52TUB25
2000– BMW E46 — 323i M52TUB25
2000– BMW E46 — 328i M52TUB28
2000– BMW E38 — 728i M52TUB28
2001–2003 BMW E46 — 325Ci M54B25
2001–2003 BMW E46 — 325i M54B25
1999–2002 BMW E39 — 520i M52TUB20
1999–2002 BMW E39 — 523i M52TUB25
1999–2002 BMW E39 — 528i M52TUB28
2001–2003 BMW E39 — 525i M54B25
2001–2003 BMW E39 — 530i M54B30
2002–2005 BMW E85 — Z4 (M54 engine)

5HP 19FL

Applications^[1]

Volkswagen Group — longitudinal engine transaxle, front-wheel drive

1996–2001 Audi A4 (B5) 2.8 V6
1997–2003 Audi A4 (B5) 1.8T
1997–1999 Audi A8 (D2) 3.7 V8
1998–2001 Audi A6 (C5) 2.8 V6
1998–2003 Volkswagen Passat GLS 1.8T
1998–2003 Volkswagen Passat GLS 2.8 V6
1998–2003 Volkswagen Passat GLX 2.8 V6
2003– Volkswagen Passat GL 1.8T
2004–2005 Volkswagen Passat GLS 2.0 TDI [ZF 1060 030106,^[2] VW GMR], [A73 Torque Converter]

5HP 19FLA

Applications^[1]

Volkswagen Group — longitudinal engine, transaxle permanent four-wheel drive

1996–2001 Audi A4 (B5) 2.8 V6 quattro
1997–2001 Audi S4 (B5) 2.7 V6 'biturbo' quattro
1997–2005 Audi A4 (B5) and Audi A4 (B6) 1.8 T quattro
1998–2001 Audi A6 (C5) 2.8 V6 quattro
2000–2003 Audi A6 2.7 V6 biturbo quattro
2000–2003 Volkswagen Passat GLS V6 4motion 2.8 V6
2000–2003 Volkswagen Passat GLX V6 4motion 2.8 V6
2004–2005 Volkswagen Passat GLS 4motion 1.8T
2001–2003 Audi allroad quattro 2.7 V6 biturbo
2002–2005 Audi A4 (B6) 3.0 V6 quattro
2002–2003 Audi A6 (C5) 3.0 V6 quattro
2002–2003 Volkswagen Passat 4.0 W8 4motion

1999 (DRN/EKX) transmissions used Induction speed sensors and 2000 (FAS) transmissions used Hall Effect sensors. These transmissions are mechanically the same, but are not interchangeable.

5HP 19HL

Applications^[1]

Porsche — longitudinal engine rear engine transaxle

1998–2003 Porsche 911 Carrera 996 3.4
2002–2003 Porsche 911 Targa 996 3.6

5HP 19HLA

Applications^[1]

Porsche — longitudinal engine rear engine transaxle

1999–2003 Porsche 911 Carrera 996 3.6
1999–2003 Porsche 911 Carrera 4S 996 3.6

Porsche — mid-engine design flat-six engine, 5-speed tiptronic #1060, rear-wheel drive A87.01-xxx, A87.02-xxx, A87.21-xxx, [5HP19FL Valve Body, Solenoids, and Speed Sensor. Different Wiring Harness.] [Speed Sensor/Pulser part # ZF 0501314432]

1997-2004 Porsche Boxster 986 2.5 6-cyl
1997-2004 Porsche Boxster 986 2.7 6-cyl
1997-2004 Porsche Boxster 986 3.2 6-cyl
2005–2008 Porsche Boxster 987 2.7 6-cyl
2005–2008 Porsche Boxster S 987 3.4 6-cyl
2005–2008 Porsche Cayman 987 2.7 6-cyl
2005–2008 Porsche Cayman S 987 3.4 6-cyl

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

5HP 30

Introduced in 1992, it was produced through 2003, and has been used in a variety of cars from Aston Martin, Bentley, BMW, and Rolls-Royce.
Input torque maximum is 560 N⋅m (413 lb⋅ft)
Weight: ~109 kg (240 lb)
Oil capacity: ~13.5 L (14.3 US qt)

Applications^[1]

1992–1995 BMW E34 — 540i M60/B40
1995–1997 BMW E39 — 540i M62/B44
1998–2001 BMW E39 — 540i M62/B44TU
1992–1994 BMW E32 — 740i M60/B40
1994–1995 BMW E38 — 740i M60/B40
1996–1997 BMW E38 — 740i M62/B44
1992–1994 BMW E32 — 740iL M60/B40
1994–1995 BMW E38 — 740iL M60/B40
1996–1997 BMW E38 — 740iL M62/B44
1998-2001 BMW E38 — 740d M67/D40
1994–2001 BMW E38 — 750iL M73/B54
1993–1995 BMW E31 — 840i M60/B40
1995–1996 BMW E31 — 840Ci M62/B44
1994–1997 BMW E31 — 850Ci M73/B54
1998–2003 Rolls-Royce Silver Seraph 5.4 V12
1998–2000 Bentley Arnage 4.4 V8
1999–2003 Aston Martin DB7 Vantage 6.0 V12
1999–2003 Aston Martin DB7 Vantage Volante 6.0 V12

5HP 24

Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Jaguar, and Land Rover – all with a front mounted longitudinal engine.
Input torque maximum is 440 N⋅m (325 lb⋅ft)
Weight: ~95 kg (209 lb)
Oil capacity: ~9.9 L (10.5 US qt)

Applications^[1]

1996–1997 BMW E31 — 840Ci M62/B44
1997–2001 BMW E38 — 735i M62/B35
1997–2001 BMW E38 — 735iL M62/B35
1997–2001 BMW E38 — 740i M62/B44
1997–2001 BMW E38 — 740iL M62/B44
1998–2001 BMW E38 — 730d M57
1997–2003 BMW E39 — 540i M62/B44
2000–2003 BMW E39 — Alpina D10 Bi-turbo
1997-2003 Jaguar XJ Sport 3.2 V8
1997–2002 Jaguar XK8 V8 4.0L
1998–2003 BMW E53 — X5 4.4i
1998–2002 Jaguar XJ8 4.0 V8
1998–2001 Jaguar XJ8 Vanden Plas 4.0 V8
1998–2001 Jaguar XJ8 L 4.0 V8
2001–2003 BMW E53 — 4.6is V8
2002–2003 BMW Z8 — Alpina 4.8 V8
2002–2003 Jaguar XJ Sport 4.0 V8
2003–2005 Range Rover (L322) — With BMW M62/B44 engine

5HP 24A

Four-wheel drive version used in Audi (quattro) and Volkswagen Passenger Cars (4motion) marques of the Volkswagen Group:
Input torque maximum is 430 N⋅m (317 lb⋅ft)
Weight: ~142 kg (313 lb)
Oil capacity: ~11 L (11.6 US qt)

Applications^[1]

1997–2003 Audi A8 (D2) 4.2 V8
2001–2002 Audi A8 (D2) 6.0 W12
1998–2003 Audi S8 (D2) 4.2 V8
1999–2004 Audi A6 (C5) 4.2 V8
1999–2004 Audi S6 (C5) 4.2 V8
2000–2003 Audi A8L (D2) 4.2 V8
2002–2004 Audi RS6 (C5) 4.2 biturbo V8
2002–2011 Volkswagen Phaeton (Typ 3D)

References

^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ "ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 12 September 2003.
^ "ZF Parts Catalog" (PDF). zf.com. Archived from the original on 2012-09-06.{{cite web}}: CS1 maint: bot: original URL status unknown (link)

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

[2] Layout
Input and output are on opposite sides

Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side

Input shafts are, if actuated, S₁, C₁/C₂ (the combined carrier of the compound Ravigneaux gearset 1 2), and R₁/S₂

Output shaft is C₃ (the carrier of gearset 3)

[3] Input and output are on opposite sides

[4] Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side

[5] Input shafts are, if actuated, S₁, C₁/C₂ (the combined carrier of the compound Ravigneaux gearset 1 2), and R₁/S₂

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

[3] 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

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

[9] 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

[10] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[13] r when towing a trailer

[4] 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

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

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

[17] Together with the final drive ratio

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

[5] 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

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

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

shifting comfort increases

[22] the gears connect better to each other

[23] shifting comfort increases

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

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

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

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

[10] Sun 3: sun gear of gearset 3

[11] Ring 3: ring gear of gearset 3

[50:50-12] ^ ^a ^b ^c ^d ^e ^f ^g ^h 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 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)

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

[32] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here 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

[33] the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

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

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

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

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

[R:1-13] ^ ^a ^b ^c ^d ^e ^f 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)

[39] 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

[40] rment when maneuvering

[41] specially when towing a trailer

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

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

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

[45] Above this is unsatisfactory (bold)

[1:2-14] ^ ^a ^b ^c ^d ^e ^f 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)

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

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

a smooth gear shift

[49] r a good speed connection and

[50] smooth gear shift

[51] 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)

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

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

[54] Above is unsatisfactory (bold)

[LS-15] From large to small gears (from right to left)

[step-16] ^ ^a ^b ^c ^d ^e ^f 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)

[57] 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

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

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

[60] Not progressively increasing is acceptable (red)

[61] Not increasing is unsatisfactory (bold)

[speed-17] ^ ^a ^b ^c ^d ^e ^f 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)

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

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

[65] 1 difference smaller than the previous one is acceptable (red)

[66] 2 consecutive ones are a waste of possible ratios (bold)

[inverted-18] r and outer sun gears of the Ravigneaux planetary gearset are inverted

[19] Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset)

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

[21] Blocks S₃

[22] Connects S₁ (the sun of the inner Ravigneaux gearset) with the turbine

[23] Couples R₁ (the ring gear of the inner Ravigneaux gearset) and S₂ (the sun gear of the outer Ravigneaux gearset) with the turbine

[24] Connects C₁ and C₂ (the common Ravigneaux carrier 1 2) with the turbine

[25] Couples S₃ with R₃

[26] To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

[27] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts are, if actuated, S₁, C₂, S₃, and R₁

Output shaft is C₃ (the carrier of gearset 3)

[77] Input and output are on opposite sides

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

[79] Input shafts are, if actuated, S₁, C₂, S₃, and R₁

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

[28] 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

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

[83] 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

[84] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[87] r when towing a trailer

[29] 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

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

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

[91] Together with the final drive ratio

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

[30] 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

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

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

shifting comfort increases

[96] the gears connect better to each other

[97] shifting comfort increases

[31] Sun 1: sun gear of gearset 1

[32] Ring 1: ring gear of gearset 1

[33] Sun 2: sun gear of gearset 2

[34] Ring 2: ring gear of gearset 2

[35] Sun 3: sun gear of gearset 3

[36] Ring 3: ring gear of gearset 3

[50:50-37] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k 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 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)

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

[106] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here 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

[107] the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

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

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

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

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

[R:1-38] 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)

[113] 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

[114] rment when maneuvering

[115] specially when towing a trailer

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

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

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

[119] Above this is unsatisfactory (bold)

[1:2-39] 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)

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

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

a smooth gear shift

[123] r a good speed connection and

[124] smooth gear shift

[125] 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)

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

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

[128] Above is unsatisfactory (bold)

[LS-40] From large to small gears (from right to left)

[step-41] ^ ^a ^b ^c ^d ^e ^f ^g 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)

[131] 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

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

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

[134] Not progressively increasing is acceptable (red)

[135] Not increasing is unsatisfactory (bold)

[speed-42] ^ ^a ^b ^c ^d ^e ^f ^g 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)

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

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

[139] 1 difference smaller than the previous one is acceptable (red)

[140] 2 consecutive ones are a waste of possible ratios (bold)

[43] Blocks S₁

[44] Blocks C₁ (the carrier of gearset 1)

[45] Blocks R₃

[46] Connects S₂ and S₃ with the turbine

[47] Connects R₁ with the turbine

[48] Connects C₁ with the turbine

[49] To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

[list-50] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ "ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 12 September 2003.

[51] "ZF Parts Catalog" (PDF). zf.com. Archived from the original on 2012-09-06.{{cite web}}: CS1 maint: bot: original URL status unknown (link)

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Specifications

Final Conventionally Designed Gearbox

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

Applications

1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types

5HP 18

5HP 19

5HP 19FL

5HP 19FLA

5HP 19HL

5HP 19HLA

1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types

5HP 30

5HP 24

5HP 24A

See also

References