Mercedes-Benz 9G-Tronic transmission

9G-Tronic
9G-Tronic
Overview
Manufacturer	Daimler AG; Jatco Ltd
Production	2013–present
Body and chassis
Class	9-speed longitudinal automatic transmission
Chronology
Predecessor	Mercedes-Benz 7G-Tronic transmission

9G-Tronic is Mercedes-Benz's trademark name for its nine-speed automatic transmission, starting off with the W9A 700 (Wandler-9-Gang-Automatik bis 700 N⋅m Eingangsdrehmoment; converter-9-gear-automatic with 700 N⋅m maximum input torque; type 725.0) as core model.

Abstract

In all applications this transmission is identified as the New Automatic Gearbox Generation Three, or NAG3.[1] Initially it debuted on the E 350 blueTEC in 2013,[2][3] before launched in the Mercedes-Benz S-Class (W222). It has been expanded to be used in the Mercedes-Benz C-Class (W205) and the sedan and wagon variants of the Mercedes-Benz E-Class (W213). This transmission was later introduced on Mercedes-Benz M-Class (W166) facelift on the GLE 250 d model. V12 engine models continue to use the older Mercedes-Benz 7G-Tronic transmission.

Development, production and licensing to Jatco Ltd

Development took place at the group's headquarters in Stuttgart-Untertuerkheim.[2] Initially, the transmission was produced only at the Daimler plant not far away in Stuttgart-Hedelfingen.[1] Since April 2016, the transmission has also been produced at Daimler's subsidiary Star Assembly in Sebeș, Romania.[4] In 2019, the Jatco Ltd, based in Fuji, Shizuoka, Japan, started licensed production for use in Nissan and Infiniti vehicles.[5][6] In this version, input torque is limited to 700 Nm, allowing each of the gearsets 1, 2, and 4 to use only three planetary gears.[7] Slightly modified gear dimensions give it a spread of about 9.09.

Specifications

Layout

The technical and economic progress is reflected in 9 forward gears using 10 main components, compared to 7 forward gears[lower-alpha 1] with 11 main components[lower-alpha 2] of the direct predecessor. It is fully electronic controlled. Torque converter lock-up can operate in all 9 forward gears. By the end of 2023 unsurpassed ratio span among longitudinal automatic transmissions for passenger cars.

Gear Ratios[lower-alpha 3]
Gear Model	R	1	2	3	4	5	6	7	8	9	Total Span	Avg. Step	Gear Sets	Brakes Clutches
W9A All 2013	−4.932	5.503	3.333	2.315	1.661	1.211	1.000	0.865	0.717	0.601	9.150	1.319	4	3 3
W9A All 2016	−4.798	5.354	3.243	2.252	1.636	1.211	1.000	0.865	0.717	0.601	8.902	1.314
9AT All 2019	−4.799	5.425	3.263	2.250	1.649	1.221	1.000	0.862	0.713	0.597	9.091	1.318

plus 2 reverse gears
4 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 4 brakes, 3 clutches
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

In-Depth Gear Ratios
With a Set of Quality Assessments			Weight	Planetary Gearset: Teeth[lower-alpha 1]				Count	Total	Avg.
With a Set of Quality Assessments			Weight	Simpson		Simple[lower-alpha 2]		Count	Total	Avg.

Model Type	First Delivery Max. Input Torque		with Con- verter + Oil	${S_{1}}$ [lower-alpha 3] ${R_{1}}$ [lower-alpha 4]	${S_{2}}$ [lower-alpha 5] ${R_{2}}$ [lower-alpha 6]	${S_{3}}$ [lower-alpha 7] ${R_{3}}$ [lower-alpha 8]	${S_{4}}$ [lower-alpha 9] ${R_{4}}$ [lower-alpha 10]	Brakes Clutches	Ratio Span	Gear Step[lower-alpha 11]
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 ${i_{8}}$	9 ${i_{9}}$
Step	$-{\tfrac {i_{R}}{i_{1}}}$ [lower-alpha 12]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ [lower-alpha 13]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{8}}{i_{9}}}$
Step 2			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{5}}{i_{7}}}:{\tfrac {i_{6}}{i_{8}}}$	${\tfrac {i_{5}}{i_{8}}}:{\tfrac {i_{6}}{i_{9}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{9}}}$
Δ Shaft Speed	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$

W9A ALL 725.0	2013[lower-alpha 14] 1,000 N⋅m (738 lb⋅ft)		95 kg (209 lb)[9]	46 98	44 100	36 84	34 86	3 3	9.1495	1.3188[lower-alpha 11]
Gear Ratio	−4.9316[lower-alpha 12] $-{\tfrac {6,125}{1,242}}$	5.5032 ${\tfrac {6,835}{1,242}}$	3.3333[lower-alpha 13] ${\tfrac {10}{3}}$	2.3148 ${\tfrac {125}{54}}$	1.6611 ${\tfrac {299}{180}}$	1.2106[lower-alpha 15] ${\tfrac {1,075}{888}}$	1.0000[lower-alpha 15] ${\tfrac {1}{1}}$	0.8651[lower-alpha 15][lower-alpha 16] ${\tfrac {58,781}{67,944}}$	0.7167 ${\tfrac {43}{60}}$	0.6015 ${\tfrac {52,675}{87,576}}$
Step	0.8961[lower-alpha 12]	1.0000	1.6510[lower-alpha 13]	1.4400	1.3935	1.3722	1.2106	1.1559	1.2072	1.1915
Step 2			1.1465	1.0333	1.0156[lower-alpha 16]	1.1335	1.0473	0.9575[lower-alpha 16]	1.0131
Speed	–1.1159	1.0000	1.6510	2.3774	3.3130	4.5459	5.5032	6.3611	7.6789	9.1495
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.9356	1.2329	0.9573[lower-alpha 15]	0.8579[lower-alpha 15]	1.3178	1.4706

W9A ALL 725.0	2016[lower-alpha 17] 1,000 N⋅m (738 lb⋅ft)		95 kg (209 lb)[9]	46 98	44 100	37 83	34 86	3 3	8.9022	1.3143[lower-alpha 11]
Gear Ratio	−4.7983[lower-alpha 12] $-{\tfrac {12,250}{2,553}}$	5.3545 ${\tfrac {13,670}{2,553}}$	3.2432[lower-alpha 13] ${\tfrac {120}{37}}$	2.2523 ${\tfrac {250}{111}}$	1.6356 ${\tfrac {3,631}{2,220}}$	1.2106[lower-alpha 15] ${\tfrac {1,075}{888}}$	1.0000[lower-alpha 15] ${\tfrac {1}{1}}$	0.8651[lower-alpha 15][lower-alpha 16] ${\tfrac {58,781}{67,944}}$	0.7167 ${\tfrac {43}{60}}$	0.6015 ${\tfrac {52,675}{87,576}}$
Step	0.8961[lower-alpha 12]	1.0000	1.6510[lower-alpha 13]	1.4400	1.3770	1.3511	1.2106	1.1559	1.2072	1.1915
Step 2			1.1465	1.0457	1.0192[lower-alpha 16]	1.1160	1.0473	0.9575[lower-alpha 16]	1.0131
Speed	–1.1159	1.0000	1.6510	2.3774	3.2737	4.4231	5.3545	6.1892	7.4714	8.9022
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.8964	1.1493	0.9314[lower-alpha 15]	0.8347[lower-alpha 15]	1.2822	1.4308

Jatco 9AT JR913E	2019[lower-alpha 18] 700 N⋅m (516 lb⋅ft)		99.5 kg (219 lb)[12]	45 96	41 91	38 86	37 92	3 3	9.0910	1.3177[lower-alpha 11]
Gear Ratio	−4.7991[lower-alpha 12] $-{\tfrac {45,136}{9,405}}$	5.4254 ${\tfrac {51,026}{9,405}}$	3.2632[lower-alpha 13] ${\tfrac {62}{19}}$	2.2496 ${\tfrac {2,821}{1,254}}$	1.6491 ${\tfrac {94}{57}}$	1.2213[lower-alpha 15] ${\tfrac {8,372}{6,855}}$	1.0000[lower-alpha 15] ${\tfrac {1}{1}}$	0.8619[lower-alpha 15][lower-alpha 16] ${\tfrac {18,929}{21,963}}$	0.7132 ${\tfrac {92}{129}}$	0.5968 ${\tfrac {66,976}{112,227}}$
Step	0.8846[lower-alpha 12]	1.0000	1.6626[lower-alpha 13]	1.4505	1.3641	1.3503	1.2213	1.1603	1.2085	1.1950
Step 2			1.1462	1.0634	1.0102[lower-alpha 16]	1.1056	1.0526	0.9601[lower-alpha 16]	1.0113
Speed	–1.1305	1.0000	1.6626	2.4117	3.2899	4.4423	5.4254	6.2950	7.6074	9.0910
Δ Speed	1.1305	1.0000	0.6626	0.7491	0.8782	1.1525	0.9831[lower-alpha 15]	0.8696[lower-alpha 15]	1.3124	1.4836

Ratio R & even	$i_{R}=-{\tfrac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}$		$i_{2}={\tfrac {S_{3}+R_{3}}{S_{3}}}$		${\tfrac {S_{3}(S_{4}+R_{4})+R_{3}S_{4}}{S_{3}(S_{4}+R_{4})}}$ [lower-alpha 2]		$i_{6}={\tfrac {1}{1}}$	$i_{8}={\tfrac {R_{4}}{S_{4}+R_{4}}}$
Ratio odd	${\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}$		$i_{3}={\tfrac {R_{2}(S_{3}+R_{3})}{(S_{2}+R_{2})S_{3}}}$		$i_{5}={\tfrac {R_{2}R_{4}}{R_{2}R_{4}-S_{2}S_{4}}}$		${\tfrac {R_{4}(S_{1}(S_{2}+R_{2})+R_{1}S_{2})}{S_{1}R_{4}(S_{2}+R_{2})+R_{1}S_{2}(S_{4}+R_{4})}}$		${\tfrac {R_{1}R_{2}R_{4}}{S_{1}S_{4}(S_{2}+R_{2})+R_{1}R_{2}(S_{4}+R_{4})}}$
Algebra And Actuated Shift Elements
Brake A[lower-alpha 19]	❶								❶	❶
Brake B[lower-alpha 20]	❶	❶		❶	(❶)[lower-alpha 21]	❶		❶		❶
Brake C[lower-alpha 22]	❶	❶	❶	❶	❶[lower-alpha 2]
Clutch D[lower-alpha 23]			❶	❶		❶	❶
Clutch E[lower-alpha 24]		❶	❶				❶	❶	❶
Clutch F[lower-alpha 25]					❶[lower-alpha 2]	❶	❶	❶	❶	❶

Layout (1) Planetary gearset 1 is on the input (turbine) side (2) Output shaft is carrier 3 (planetary gear carrier of gearset 3) Except in 4^th gear when used in the Simpson configuration 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 Assessment standard "step 1": average step With consistently falling gear steps (line highlighted in yellow), the lower half (the first four) is always larger and the upper half (the last four) is always smaller than the average gear step (cell highlighted in yellow two lines above). Violating this rule (bold) indicate an unfavorable gearset selection Assessment standard "R": reverse gear ratio Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer Assessment standard "1^st": gear step 1^st to 2^nd gear With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd gear, although it should be small for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory First version with a gear ratio span wider than 9:1 as widest among longitudinal automatic transmissions for passenger cars at that time[8] Assessment standard "speed increase": shaft speed difference increase One difference that run counter to the consistent increase in shaft speed differences (second line highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection Assessment standard "step 2": 2^nd degree steps For consistently falling gear steps, each 2^nd degree step (first line highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory 2^nd version introduced without notice with the Mercedes-Benz E-Class (W213) to reduce the step between gear 4 and 5 below the one of the 7G-Tronic (1.3684:1)[10] Under license from Daimler[11] Blocks pinion carrier of gearset 1 Blocks $S_{2}$ Not involved. Activation is used to maintain the shift logic of only having to change one shift element for each gear change Blocks $R_{3}$ Couples $S_{1}$ with pinion carrier of gearset 1 Couples pinion carrier of gearset 1 with $R_{2}$ Couples pinion carrier of gearset 3 with $R_{4}$

Nomogram

Planetary gearSet 1 – Planetary gearSet 2 – Planetary gearSet 3 – Planetary gearSet 4

▶️ Interactive Nomogram

This nomogram is a real geometric calculator exactly representing the rotational speeds of the transmission's 3x4 = 12 internal shafts for each of its 9 ratios (+ reverse), grouped according to their 4 permanent coupling on 3 joint ordinates and 5 independent ordinates. These ordinates are positioned on the abscissa in strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, the output ratios on the 3^rd ordinate (carrier of the third planetary gearset) follows closely those of the actual transmission. This advantageous geometric construction sets us free from Willis' famous and tedious formula, because all calculations are exclusively determined by lengths ratios, respectively teeth numbers on the abscissa for the 4 epicyclic ratios, and of rotational speeds on the 3^rd ordinate for the 10 gear ratios.

This nomogram reflects the version from 2013.

Legend:
A : Brake (blocks S2 sun gear)
B : Brake (blocks R3 ring gear)
C : Brake (blocks C1 carrier gear)
D : Clutch (couples C3 carrier gear with R4 ring gear)
E : Clutch (couples C1 carrier gear with R2 ring gear)
F : Clutch (couples S1 sun gear with R1 carrier gear)

AMG SpeedShift

AMG SpeedShift TCT

The TCT transmission is essentially the 9G-Tronic automatic transmission including "Torque Converter Technology".

AMG SpeedShift MCT

Mercedes-AMG developed the 9-speed MCT "Multi Clutch Technology" planetary automatic transmission.

The MCT transmission is essentially the 9G-Tronic automatic transmission without a torque converter. Instead of a torque converter, it uses a compact wet startup clutch to launch the car from a stop and also supports computer-controlled double-clutching. The MCT (Multi-Clutch Technology) acronym refers to a planetary (automatic) transmission's multiple clutches and bands for each gear.

The MCT is fitted with four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual) and boasts 100 millisecond shifts in "M" and "S+" modes. MCT-equipped cars are also fitted with the new AMG DRIVE UNIT with an innovative Race Start function. The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 9-speed sports transmission and all driving dynamics functions. The driver can change gears either using the selector lever or by nudging the steering-wheel shift paddles. The new Race start Function is a launch control system that enables the driver to call on maximum acceleration while ensuring optimum traction of the driven wheels.

The new GLC 63 4MATIC+ and GLC 63 S 4MATIC+ feature the AMG SPEEDSHIFT MCT 9-speed transmission, which made its debut in the Mercedes-AMG E 63 4MATIC+. The driver benefits from extremely short shift/response times. Fast multiple downshifts and the double-declutching function make for a highly emotive gearshift experience. A start-off wet clutch replaces the torque converter. This saves weight and optimises the response to the driver's accelerator pedal input, particularly during acceleration and load changes.

Applications

Mercedes C-Class

2018–2021 Mercedes-Benz W205 (all models)
2022–present Mercedes-Benz W206

Mercedes E-Class

2014–2016 Mercedes-Benz W212 (E 350 BlueTec only) available as an option to others.
2016–2023 Mercedes-Benz W213
2023–present Mercedes-Benz W214

Mercedes S-Class

2015–2021 Mercedes-Benz W222 (all except V12 models)
2021–present Mercedes-Benz W223

Mercedes V-Class

2020–present V-Class (W447) (longitudinal engines)

Mercedes GLC-Class

2015–2022 GLC (X253)
2022–present GLC (X254)

Mercedes-Benz GLE-Class

2016–2019 GLE (W166) (except 63 AMG & 350 models)
2020–present GLE (W167) (except 63 models)

Mercedes-Benz GLS-Class

2017–2019 GLS (X166) (all except AMG)
2020–present GLS (X167)

Mercedes-Benz SLK-Class

2015–2020 SLC (R172) (except 55 AMG)

Mercedes-AMG SL

2022–present AMG SL (R232)

Nissan

2020–2024 Nissan Titan
2020–present Nissan Frontier
2023–present Nissan Z (RZ34)

Aston Martin

2021–present Aston Martin DBX V8 and Straight-Six
2022–present Aston Martin DBX707

References

"50 Jahre Mercedes-Benz Automatikgetriebe" (in German). 2011-04-12. Archived from the original on 2015-02-09. Retrieved 2015-02-09.
"New nine-speed automatic transmission in the Mercedes-Benz E 350 BlueTEC: Premiere of the new 9G-TRONIC – Daimler Global Media Site". Media.daimler.com. Retrieved 2020-01-16.
"Mercedes-Benz E350 BlueTec gains nine-speed automatic transmission". Retrieved 22 July 2013.
"Daimler starts production of nine-speed automatic transmissions in Romania". evertiq.com. April 7, 2016. Retrieved October 21, 2023.
"Daimler-Renault-Nissan – The alliance in action".
"Fact Sheet:Press Releases and Project Overview Daimler & Renault-Nissan Alliance" (PDF).
"Jatco Technical Review No. 20 - 2021 - see cutaway model Figure 4 - page 72" (PDF). November 2022.
"System description" (PDF). documents.epfl.ch. Retrieved 2020-01-16.
"9G-Tronic · Vertiefende Informationen". Archived from the original on 2015-11-20. Retrieved 2015-11-20.
"Der neue Mercedes-Benz SL: Die Legende – jetzt noch dynamischer – Daimler Global Media Site". Media.daimler.com. Retrieved 2020-01-16.
"Jatco Technical Review No. 20 · 2021 · Page 71 - 74".
"Jatco Technical Review No. 20 · 2021 · see Table 1 · Page 72". 2022-11-11.

External links

This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.

[8] us 2 reverse gears

[9] 4 planetary gearsets (of which 2 gearsets are combined as a Ravigneaux compound gearset), 4 brakes, 3 clutches

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

[11] Layout
(1) Planetary gearset 1 is on the input (turbine) side
(2) Output shaft is carrier 3 (planetary gear carrier of gearset 3)

[Simpson-12] Except in 4^th gear when used in the Simpson configuration

[13] Sun 1: sun gear of gearset 1

[14] Ring 1: ring gear of gearset 1

[15] Sun 2: sun gear of gearset 2

[16] Ring 2: ring gear of gearset 2

[17] Sun 3: sun gear of gearset 3

[18] Ring 3: ring gear of gearset 3

[19] Sun 4: sun gear of gearset 4

[20] Ring 4: ring gear of gearset 4

[Avg._Step-21] Assessment standard "step 1": average step
With consistently falling gear steps (line highlighted in yellow), the lower half (the first four) is always larger and the upper half (the last four) is always smaller than the average gear step (cell highlighted in yellow two lines above). Violating this rule (bold) indicate an unfavorable gearset selection

[reverse-22] Assessment standard "R": reverse gear ratio
Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer

[1st-23] Assessment standard "1^st": gear step 1^st to 2^nd gear
With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd gear, although it should be small for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory

[25] First version with a gear ratio span wider than 9:1 as widest among longitudinal automatic transmissions for passenger cars at that time[8]

[speed-27] Assessment standard "speed increase": shaft speed difference increase
One difference that run counter to the consistent increase in shaft speed differences (second line highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection

[Step2-28] Assessment standard "step 2": 2^nd degree steps
For consistently falling gear steps, each 2^nd degree step (first line highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory

[30] 2^nd version introduced without notice with the Mercedes-Benz E-Class (W213) to reduce the step between gear 4 and 5 below the one of the 7G-Tronic (1.3684:1)[10]

[32] Under license from Daimler[11]

[34] Blocks pinion carrier of gearset 1

[35] Blocks $S_{2}$

[36] Not involved. Activation is used to maintain the shift logic of only having to change one shift element for each gear change

[37] Blocks $R_{3}$

[38] Couples $S_{1}$ with pinion carrier of gearset 1

[39] Couples pinion carrier of gearset 1 with $R_{2}$

[40] Couples pinion carrier of gearset 3 with $R_{4}$

[fifty_years-1] "50 Jahre Mercedes-Benz Automatikgetriebe" (in German). 2011-04-12. Archived from the original on 2015-02-09. Retrieved 2015-02-09.

[press_release-2] "New nine-speed automatic transmission in the Mercedes-Benz E 350 BlueTEC: Premiere of the new 9G-TRONIC – Daimler Global Media Site". Media.daimler.com. Retrieved 2020-01-16.

[3] "Mercedes-Benz E350 BlueTec gains nine-speed automatic transmission". Retrieved 22 July 2013.

[4] "Daimler starts production of nine-speed automatic transmissions in Romania". evertiq.com. April 7, 2016. Retrieved October 21, 2023.

[5] "Daimler-Renault-Nissan – The alliance in action".

[6] "Fact Sheet:Press Releases and Project Overview Daimler & Renault-Nissan Alliance" (PDF).

[7] "Jatco Technical Review No. 20 - 2021 - see cutaway model Figure 4 - page 72" (PDF). November 2022.

[System_Description-24] "System description" (PDF). documents.epfl.ch. Retrieved 2020-01-16.

[weight-26] "9G-Tronic · Vertiefende Informationen". Archived from the original on 2015-11-20. Retrieved 2015-11-20.

[29] "Der neue Mercedes-Benz SL: Die Legende – jetzt noch dynamischer – Daimler Global Media Site". Media.daimler.com. Retrieved 2020-01-16.

[31] "Jatco Technical Review No. 20 · 2021 · Page 71 - 74".

[33] "Jatco Technical Review No. 20 · 2021 · see Table 1 · Page 72". 2022-11-11.

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