ZF 6HP transmission

6HP is ZF Friedrichshafen AG's trademark name for its 6-speed automatic transmission models (6-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken. Released as the 6HP 26 in 2000, it was the first 6-speed automatic transmission in a production passenger car. Other variations of the first generation 6HP in addition to the 6HP 26, were 6HP19, and 6HP 32 having lower and higher torque capacity, respectively. In 2007, the second generation of the 6HP series was introduced, with models 6HP 21 and 6HP 28. A 6HP 34 was planned, but never went into production.

6HP
Automatic Transmission 6HP 26 cutaway
Overview
Manufacturer	ZF Friedrichshafen
Production	2000–2014
Model years	2000–2014
Body and chassis
Class	6-Speed Longitudinal Automatic Transmission
Related	Ford 6R GM 6L Aisin AWTF-80 SC MB 7G-Tronic
Chronology
Predecessor	ZF 5HP
Successor	ZF 8HP

It uses a Lepelletier gear mechanism, an epicyclic/planetary gearset, which can provide more gear ratios with significantly fewer components. This means the 6HP 26 is actually lighter than its five-speed 5HP predecessors.

The 6HP is the first transmission to use this 6-speed gearset concept.

The last 6HP automatic transmission was produced by the Saarbrücken plant in March 2014 after 7,050,232 units were produced. The ZF plant in Shanghai continued to produce the 6HP for the Chinese market.

The Ford 6R, GM 6L, and Aisin AWTF-80 SC transmissions are based on the same globally patented gearset concept. The AWTF-80 SC is the only one for transverse engine installation.

Gear Ratios

Gear Model	R	1	2	3	4	5	6	Total Span	Span Center	Avg. Step	Compo- nents
2000: 1st Generation											3 Gearsets 2 Brakes 3 Clutches
6HP 26 · 6HP 19 · 6HP 32	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433
2007: 2nd Generation
6HP 28 · 6HP 21 · 6HP 34	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433
Other Manufacturer
Aisin AWTF-80 SC · 2005	−3.394	4.148	2.370	1.556	1.155	0.859	0.686	6.049	1.687	1.433
Ford 6R 60 · 6R 80 · 2005	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433
Ford 6R 140 · 2005	−3.128	3.974	2.318	1.516	1.149	0.858	0.674	5.899	1.636	1.426
GM 6L 45 · 6L 50 · 2006	−3.200	4.065	2.371	1.551	1.157	0.853	0.674	6.035	1.655	1.433
GM 6L 80 · 6L 90 · 2005	−3.064	4.027	2.364	1.532	1.152	0.852	0.667	6.040	1.638	1.433

Specifications

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). The layout brings the ability to shift in a non-sequential manner – going from gear 6 to gear 2 in extreme situations simply by changing one shift element (actuating clutch E and releasing brake A).

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 patent for this gearset concept. The 6HP is the first transmission designed according to this new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The progress is reflected in a much better ratio of the number of gears to the number of components used compared to existing layouts.

Innovative Strength Analysis

With Asessment	Output: Gear Ratios	Innovation Elasticity Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
6HP Ref. Object	$n_{O1}$ $n_{O2}$	Topic	$n_{I}=n_{G}$ $n_{B} n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$		$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
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 ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$
6HP 5HP 24/30	6 5	Progress	8 9	3 3	2 3	3 3
Δ Number	1		-1	0	-1	0
Relative Δ	0.200 ${\tfrac {1}{5}}$	−1.800 ${\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}$·${\tfrac {-9}{1}}={\tfrac {-9}{5}}$	−0.111 ${\tfrac {-1}{9}}$	0.000 ${\tfrac {0}{3}}$	−0.333 ${\tfrac {-1}{3}}$	0.000 ${\tfrac {0}{3}}$
6HP 5HP 18/19	6 5	Progress	8 10	3 3	2 3	3 4
Δ Number	1		-2	0	-1	-1
Relative Δ	0.200 ${\tfrac {1}{5}}$	−1.000 ${\tfrac {1}{5}}:{\tfrac {-1}{5}}={\tfrac {1}{5}}$·${\tfrac {-5}{1}}={\tfrac {-1}{1}}$	−0.200 ${\tfrac {-1}{5}}$	0.000 ${\tfrac {0}{3}}$	−0.333 ${\tfrac {-1}{3}}$	−0.250 ${\tfrac {-1}{4}}$
6HP 3-Speed	6 3	Market Position	8 7	3 2	2 3	3 2
Δ Number	3		1	1	-1	1
Relative Δ	1.000 ${\tfrac {1}{1}}$	7.000 ${\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}$·${\tfrac {7}{1}}={\tfrac {7}{1}}$	0.143 ${\tfrac {1}{7}}$	0.500 ${\tfrac {1}{2}}$	−0.333 ${\tfrac {-1}{3}}$	0.500 ${\tfrac {1}{2}}$

Layout Quality

The ratios of the 6 gears are nicely evenly distributed in all versions. Exceptions are the large step from 1st to 2nd gear and the almost geometric steps from 3rd to 4th to 5th gear. They cannot be eliminated without affecting all other gears. As the large step is shifted due to the large span to a lower speed range than with conventional gearboxes, it is less significant. As the gear steps are smaller overall due to the additional gear(s), the geometric gear steps are still smaller than the corresponding gear steps of conventional gearboxes. Overall, therefore, the weaknesses are not overly significant. As the selected gearset concept saves up to 2 components compared to 5-speed transmissions, the advantages clearly outweigh the disadvantages.

It has a torque converter lock-up for all 6 forward gears, which can be fully disengage when stationary, largely closing the fuel efficiency gap between vehicles with automatic and manual transmissions.

In a Lepelletier gearset, a conventional planetary gearset and a composite Ravigneaux gearset are combined to reduce both the size and weight as well as the manufacturing costs. Like all transmissions realized with Lepelletier transmissions, the 6HP also dispenses with the use of the direct gear ratio and is thus one of the very few automatic transmission concepts without such a ratio.

Gear Ratios

With Assessment		Planetary Gearset: Teeth Lepelletier gear mechanism			Count	Total Center	Avg.
		Simple	Ravigneaux
Manufacturer Model	Version First Delivery	S1 R1	S2 R2	S3 R3	Brakes Clutches	Ratio Span	Gear Step
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$
Step	$-{\tfrac {i_{R}}{i_{1}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$
Δ Step			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$
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	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$
2000: 1st Generation
ZF 6HP 26 ZF 6HP 19 ZF 6HP 32	600 N⋅m (443 lb⋅ft) 400 N⋅m (295 lb⋅ft) 750 N⋅m (553 lb⋅ft) 2000 (all)	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327
Gear Ratio	−3.4025 $-{\tfrac {4,590}{1,349}}$	4.1708 ${\tfrac {9,180}{2,201}}$	2.3397 ${\tfrac {211,140}{90,241}}$	1.5211 ${\tfrac {108}{71}}$	1.1428 ${\tfrac {9,180}{8,033}}$	0.8672 ${\tfrac {4,590}{5,293}}$	0.6911 ${\tfrac {85}{123}}$
Step	0.8158	1.0000	1.7826	1.5382	1.3311	1.3178	1.2549
Δ Step			1.1589	1.1559	1.0101	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	1.1599	1.2258
2007: 2nd Generation
ZF 6HP 28 ZF 6HP 21 ZF 6HP 34	600 N⋅m (443 lb⋅ft) 450 N⋅m (332 lb⋅ft) 750 N⋅m (553 lb⋅ft) 2007 · (all)	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327
Ratio	−3.4025	4.1708	2.3397	1.5211	1.1428	0.8672	0.6911
Other Manufacturer
Aisin AWTF-80 SC	450 N⋅m (332 lb⋅ft) 2005	50 90	36 44	44 96	2 3	6.0494 1.6865	1.4333
Gear Ratio	−3.3939 $-{\tfrac {112}{33}}$	4.1481 ${\tfrac {112}{27}}$	2.3704 ${\tfrac {64}{27}}$	1.5556 ${\tfrac {14}{9}}$	1.1546 ${\tfrac {112}{97}}$	0.8593 ${\tfrac {336}{391}}$	0.6857 ${\tfrac {24}{35}}$
Step	0.8182	1.0000	1.7500	1.5238	1.3472	1.3436	1.2532
Δ Step			1.1484	1.1311	1.0027	1.0722
Speed	-1.2222	1.0000	1.7500	2.6667	3.5926	4.8272	6.0494
Δ Speed	1.2222	1.0000	0.7500	0.9167	0.9259	1.2346	1.2222
Ford 6R 60 · 6R 80	600 N⋅m (443 lb⋅ft) · 2005 800 N⋅m (590 lb⋅ft) · 2005	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327
Ratio	−3.4025	4.1708	2.3397	1.5211	1.1428	0.8672	0.6911
Ford 6R 140	1,400 N⋅m (1,033 lb⋅ft) 2005	49 95	37 47	47 97	2 3	5.8993 1.6361	1.4261
Gear Ratio	−3.1283 $-{\tfrac {13,968}{4,485}}$	3.9738 ${\tfrac {13,968}{3,515}}$	2.3181 ${\tfrac {8,148}{3,515}}$	1.5158 ${\tfrac {144}{95}}$	1.1492 ${\tfrac {13,968}{12,155}}$	0.8585 ${\tfrac {13,968}{16,271}}$	0.6736 ${\tfrac {97}{144}}$
Step	0.7872	1.0000	1.7143	1.5293	1.3190	1.3389	1.2744
Δ Step			1.1210	1.1863	0.9854	1.0504
Speed	-1.2703	1.0000	1.7143	2.6216	3.4580	4.6290	5.8993
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8364	1.1710	1.2703
GM 6L 45 · 6L 50	500 N⋅m (369 lb⋅ft) · 2006	49 89	37 47	47 97	2 3	6.0346 1.6548	1.4326
Gear Ratio	−3.2001 $-{\tfrac {13,386}{4,183}}$	4.0650 ${\tfrac {13,386}{3,293}}$	2.3712 ${\tfrac {15,617}{63586}}$	1.5506 ${\tfrac {138}{89}}$	1.1567 ${\tfrac {13,386}{11,573}}$	0.8532 ${\tfrac {13,386}{15,689}}$	0.6736 ${\tfrac {97}{144}}$
Step	0.7872	1.0000	1.7143	1.5293	1.3406	1.3557	1.2662
Δ Step			1.1210	1.1408	0.9889	1.0703
Speed	-1.2703	1.0000	1.7143	2.6216	3.5144	4.7643	6.0346
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8928	1.2499	1.2703
GM 6L 80 · 6L 90	800 N⋅m (590 lb⋅ft) · 2005	50 94	35 46	46 92	2 3	6.0401 1.6384	1.4329
Gear Ratio	−3.0638 $-{\tfrac {144}{47}}$	4.0267 ${\tfrac {6,624}{1,645}}$	2.3635 ${\tfrac {3,888}{1,645}}$	1.5319 ${\tfrac {72}{47}}$	1.1522 ${\tfrac {6,624}{5,749}}$	0.8521 ${\tfrac {144}{169}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.7609	1.0000	1.7037	1.5429	1.3296	1.3522	1.2781
Δ Step			1.1043	1.1604	0.9832	1.0580
Speed	-1.3143	1.0000	1.7037	2.6286	3.4948	4.7258	6.0401
Δ Speed	1.3143	1.0000	0.7037	0.9249	0.8662	1.2310	1.3143
Ratio R & Even	$-{\tfrac {R_{3}(S_{1} R_{1})}{R_{1}S_{3}}}$	${\tfrac {R_{3}(S_{1} R_{1})(S_{2} R_{2})}{R_{1}S_{2}(S_{3} R_{3})}}$		${\tfrac {R_{2}R_{3}(S_{1} R_{1})}{R_{2}R_{3}(S_{1} R_{1})-S_{1}S_{2}S_{3}}}$		${\tfrac {R_{3}}{S_{3} R_{3}}}$
Ratio Odd	${\tfrac {R_{2}R_{3}(S_{1} R_{1})}{R_{1}S_{2}S_{3}}}$		${\tfrac {S_{1} R_{1}}{R_{1}}}$		${\tfrac {R_{3}(S_{1} R_{1})}{R_{3}(S_{1} R_{1}) S_{1}S_{3}}}$
Algebra And Actuated Shift Elements
Brake A		❶	❶	❶	❶
Brake B	❶			❶		❶
Clutch C			❶				❶
Clutch D	❶	❶
Clutch E					❶	❶	❶
ZF 5HP 18	310 N⋅m (229 lb⋅ft) · 1990	32 76	38 34	34 98	3 4	4.9363 1.6495	1.4906
Gear Ratio	−4.0960 $-{\tfrac {1,323}{323}}$	3.6648 ${\tfrac {1,323}{361}}$	1.9990 ${\tfrac {7,938}{3,971}}$	1.4067 ${\tfrac {294}{209}}$	1.0000 ${\tfrac {1}{1}}$	0.7424 ${\tfrac {49}{66}}$
Step	1.1176	1.0000	1.8333	1.4211	1.4067	1.3469
Δ Step			1.2901	1.0102	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	1.0596	1.2715

Imperfections

Problems with this transmission are well known. This transmission locks up the torque converter in all gears, increasing wear. Combined with a sealed transmission pan and "lifetime fluid", some people have experienced catastrophic transmission failure. Owners report shift issues when oil begins breaking down beyond 50K miles, hence shifting issues are common.

There are also problems with the valve block and solenoids When this failure starts to occur, shift quality and speed, torque transfer and even loss of ability to engage gears can occur. These problems led Volkswagen Group to extend the warranty on all of their vehicles equipped with this transmission to 100,000 miles or 10 years.

Applications

First Generation · 2000

6HP 19

• BMW X3
• BMW 520i (E60)
• BMW 528i (E60)
• BMW 530i, (E60)
• BMW 630i, (E63)
• BMW 730i/li, (E65/E66)
• BMW 318i, 320i, 325i, 328i, 330i, 335i (E9X), pre-LCI
• BMW 116i, 118i, 120i (E87), pre-LCI, 135i (E82), 118d (E81)
• BMW Z4 E85 LCI, E86 (All models except Z4 M)
• Hyundai Genesis Coupe - 2010-2012 3.8L

6HP 19A

The 6HP 19A is a variation of the 6HP 19 for Four-wheel drive applications (Allrad, all wheel).It was used by the Volkswagen Group for some permanent four-wheel drive models.

• Audi (B6) S4 (Typ 8E/8H)
• Audi (B7) A4/S4 (Typ 8E/8H)
• VW Phaeton (All models except 5.0 V10 TDI) (Typ 3D)
• Audi A6 (Typ C6/4F) 3.0 TDI / 3.2 FSI / 3.0 TFSI
• Audi A8 (Typ D3/4E) 3.0 TDI / 3.2 FSI

6HP 26

The 6HP 26 was the initial version and first used by the BMW 7 Series (E65) in 2001. Initially only used by premium brands, it was later available on the 2009 model year V8 Hyundai Genesis.

Several versions of the 6HP 26 are available depending on application and brand: 6HP 26, 6HP 26A and 6HP 26X.

Ford has developed their own versions (Ford 6R 60 and Ford 6R 80) based on the 6HP 26. Therefore, certain Ford vehicles will not be listed.

• 2001–2008 BMW 7 Series (E65) 735i, 745i, 760i, 730d and 740d
• 2002–2005 Jaguar XK8/XKR (X100)
• 2003–2012 Aston Martin DB9
• 2003–2010 BMW 5 Series (E60)
• 2003–2010 BMW 6 Series (E63) (Pre-LCI models, 645i / 650i / 635d)
• 2009–2012 Hyundai Genesis Sedan (4.6L V8)
• 2003–2008 Jaguar S-Type
• 2003–2009 Jaguar XJ (X350)
• 2003–2012 Rolls-Royce Phantom
• 2005–2011 BMW 3 Series (E90, E92)
• 2005–2016 Ford Falcon (BF, FG, FG X turbocharged I6 and V8) Although production of the transmission ended in 2014, Ford retained sufficient inventory to last until end of Falcon production in 2016.
• 2005–2014 Ford Territory (SY AWD; SZ petrol)
• 2005–2008 Lincoln Navigator (second generation facelift and third generation)
• 2006–2010 Jaguar XK/XKR (X150)
• 2007–2019 Maserati GranTurismo
• 2007–2012 Maserati Quattroporte
• 2007–present Rolls-Royce Phantom Drophead Coupé
• 2008–2012 Aston Martin DBS V12
• 2008–2012 BMW 7 Series (F01), except 740d xDrive, 760i/Li and Hybrid 7
• 2008–2011 Kia Mohave
• 2008–2012 Jaguar XF (X250)
• 2006–2009 Bentley Arnage
• 2008–2011 Bentley Brooklands
• 2010–2014 Aston Martin Rapide
• 2011 Hyundai Equus
• 2011–2012 Aston Martin Virage
• 2012–2014 Aston Martin Vanquish

6HP 26A

The 6HP 26A is a variation of the 6HP 26 for Four-wheel drive applications (Allrad, all wheel). It was used by the Volkswagen Group for some permanent four-wheel drive models and packages a TORSEN type center differential, and open front differential into the transmission assembly.

• 2006–2010 Audi Q7 (Typ 4L) (All models except 6.0 V12 TDI)
• 2003–2009 Audi A8 (D3, Typ 4E)
• 2006–2009 Audi S8 (D3, Typ 4E)
• 2003–2011 Bentley Continental GT
• 2005–2013 Bentley Flying Spur
• 2006–2011 Audi A6 (Typ C6/4F) 3.0 TDI Audi S6 (C6, Typ 4F)

6HP 26X & 6HP 26Z

The 6HP 26X and 6HP 26Z is another variation of the 6HP 26, also for Four-wheel drive applications. This transmission is suitable for 4WDs with a separate transfer box (the "X" stands for external 4WD).

• 2006–2013 Land Rover Range Rover (All with Jaguar type engines or TDV8)
• 2006–2013 Land Rover Range Rover Sport (4.4-litre and 5.0-litre AJV8 models)
• 2005–2009 Land Rover Discovery 3 (LR3 in North America)
• 2010–2013 Land Rover Discovery 4 (LR4 in North America)
• 2007 BMW X3 (E83) 3.0d (some models)
• 2005–2011 BMW 330(x)d xDrive (E90/91)
• 2004–2006 BMW X5 (E53) V8 and 3.0D
• 2007–2013 BMW X5 (E70) (some facelift models use 8HP)
• 2007–2010 BMW 5 series LCI (xdrive)
• 2003–2010 Porsche Cayenne (Typ 9PA)
• 2003–2010 VW Touareg (Typ 7L)

6HP 32

• BMW E65 745d (LCI)

6HP 32A

The 6HP 32A is a variation of the 6HP 32 for Four-wheel drive applications (Allrad, all wheel).

• Audi Q7 6.0 V12 TDI
• Volkswagen Phaeton (5.0 V10 TDI only) (Typ 3D)

Second Generation · 2007

6HP 21

• 2011–2014 Ford Falcon (FG2 turbocharged I4, naturally-aspirated I6, turbocharged I6 and supercharge V8)
• 2014–2016 Ford Falcon (FG X turbocharged I4, naturally-aspirated I6, turbocharged I6 and supercharged V8)
• 2014–2016 Ford Territory (SZ II petrol)
• 2010–2012 BMW 320d Lci (Thailand) (Engine N47D20)
• 2011–2013 BMW 335i (E9X)
• 2013–2015 BMW X1 (E84) xDrive35i
• 2009 LCI (BMW 528i E60) (Engine: N52B30AE)
• 2014–Present Maxus G10
• 2007–2009 LCI (BMW 520d E61) ( Engine: N47D20A)

6HP 28

• 2009–2012 Jaguar XF (X250)
• 2009–2014 Jaguar XK (X150)
• 2010–2012 Jaguar XJ (X351)
• 2009–2013 BMW E90 (LCI 325d, 330d, 335d)
• 2007–2009 BMW E60 (LCI Models: 530d, 535d, 535i, 540i, 550i)
• 2007–2010 BMW E63 (LCI Models: 635d, 650i)
• 2009–2012 BMW F01 (750i)
• 2009–2012 BMW F02 (750Li)
• 2008–2010 Audi RS6 (C6, Typ 4F)

6HP 34

The 6HP 34 was planned for high-output applications. As the successor 8HP was about to be launched and innovations are typically introduced first in the premium segment, the 6HP 34 never went into production.

See also

• List of ZF transmissions