Mercedes-Benz 7G-Tronic transmission

{{Infobox automobile

| name = 7G-Tronic

| production = 2003–2020

| manufacturer = Daimler AG

| class = 7-speed longitudinal automatic transmission

| related = ZF 6HP · ZF 8HP

| predecessor = 5G-Tronic

| successor = 9G-Tronic

| image = Mercedes-Benz 7G-Tronic transmission.jpg

}}

7G-Tronic is Mercedes-Benz's trademark name for its 7-speed automatic transmission, starting off with the W7A 700 and W7A 400 (Wandler-7-Gang-Automatik bis 700 oder 400 Nm Eingangsdrehmoment; converter-7-gear-automatic with 516 or 295 ft·lb maximum input torque; type 722.9) as core models.

This fifth-generation transmission was the first 7-speed automatic transmission ever used on a production passenger vehicle.{{cite web|url=http://www.mercedes-benz.ca/content/media_library/canada/mpc_canada/en/mercedes_benz_canada/AboutUs/Press/2003/MB_Press-Release_May14-2003.object-Single-MEDIA.download.tmp/2003-05-14%207G-TRONIC.pdf|title=7G-Tronic: Mercedes-Benz presents the world's first seven-speed automatic transmission for passenger cars|work=DaimlerChrysler press release|access-date=2011-02-22|archive-url=https://web.archive.org/web/20110706185229/http://www.mercedes-benz.ca/content/media_library/canada/mpc_canada/en/mercedes_benz_canada/AboutUs/Press/2003/MB_Press-Release_May14-2003.object-Single-MEDIA.download.tmp/2003-05-14%207G-TRONIC.pdf|archive-date=2011-07-06|url-status=dead}} In all applications this transmission is identified as the New Automatic Gearbox Generation Two, or NAG2. It initially debuted in Autumn 2003 on 5 different V8-cylinder models: the E 500, S 430, S 500, CL 500, and SL 500. It became available on many 6-cylinder models too. Turbocharged V12 engines, 4-cylinder applications and commercial vehicles continued to use the older Mercedes-Benz 5G-Tronic transmission for many years.

The company claims that the 7G-Tronic is more fuel efficient and has shorter acceleration times and quicker intermediate sprints than the outgoing 5-speed automatic transmission. It has 2 reverse gears.

The transmission can skip gears when downshifting. It also has a torque converter lock-up on all 7 gears, allowing better transmission of torque for improved acceleration. The transmission's casing is made of magnesium alloy, a first for the industry, to save weight.{{citation needed|date=November 2009}} The 7G-Tronic transmission is built at the Mercedes-Benz Stuttgart-Untertuerkheim plant in Germany, the site of Daimler-Benz's original production facility.

In July 2009, Mercedes-Benz announced they are working on a new nine-speed automatic.{{cite web|author=19 July 2010 |url=http://www.autocar.co.uk/News/NewsArticle/AllCars/251467/ |title=Merc plans nine-speed auto' |publisher=Autocar.co.uk |access-date=2010-07-20}}

class="wikitable collapsible" style="text-align:center" \|+Gear Ratios{{efn\|Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage}} !{{diagonal split header\|Model\|Gear}} !R 2 !R 1 !1 !2 !3 !4 !5 !6 !7 !Total Span !Span Center !Avg. Step !Compo- nents
colspan=14 style="background:#AAF;"\|
W7A All 2003 \|{{round
38272/17157\|3}} \|{{round
8372/2451\|3}} \|{{round\|203840/46569\|3}} \|{{round\|133120/46569\|3}} \|{{round\|2080/1083\|3}} \|{{round\|26/19\|3}} \|{{round\|1/1\|3}} \|{{round\|38272/46651\|3}} \|{{round\|8372/11507\|3}} \|{{round\|203840/4656911507/8372\|3}} \|{{round\|(203840/465698372/11507)^(1/2)\|3}} \|{{round\|(203840/46569*11507/8372)^(1/6)\|3}} \|4 Gearsets 4 Brakes 3 Clutches

class="wikitable collapsible" style="text-align:center"

|+Gear Ratios{{efn|Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage}}

!{{diagonal split header|Model|Gear}}

!R 2

!R 1

!Total
Span

!Span
Center

!Avg.
Step

!Compo-
nents

colspan=14 style="background:#AAF;"|

W7A All
2003

|{{round

38272/17157|3}}

|{{round

8372/2451|3}}

|{{round|203840/46569|3}}

|{{round|133120/46569|3}}

|{{round|2080/1083|3}}

|{{round|26/19|3}}

|{{round|1/1|3}}

|{{round|38272/46651|3}}

|{{round|8372/11507|3}}

|{{round|203840/46569*11507/8372|3}}

|{{round|(203840/46569*8372/11507)^(1/2)|3}}

|{{round|(203840/46569*11507/8372)^(1/6)|3}}

|4 Gearsets
4 Brakes
3 Clutches

Specifications

= Operating Modes =

== Regular ==

In normal condition it sequentially shift gears, but if required it can skip some gears, that are: 7 to 5, 6 to 2, 5 to 3 and 3 to 1.{{cite web|url=http://static.ibsrv.net/mbworld/722.9%20b.pdf|title=Mercedes Benz 722.9 Training Manual}}

On vehicles with 6 or 8 cylinder engines with comfort mode engaged, as well as on off-road vehicles with low range selected, the transmission will always use 2nd gear as initial gear.{{cite web|url=https://f01.justanswer.com/73bbchevy/52d5945c-5b37-4c72-9765-f200ee00e793_tips_and_tricks.pdf|title=Mercedes Benz 722.9 Workshop Tips and Tricks Manual}}

== „Limp-Home Mode“ ==

If the transmission control unit senses a critical fault during driving, it will activate an emergency operating mode: Upon hydraulic failures, it will stop shifting gears and permanently retain the currently selected gear; if the failure can be pinpointed to one of the internal hydraulic control valves, the transmission will continue shifting but stop using the affected gear(s). Upon electrical failure, the transmission shifts to 6th gear.

If the critical fault persists after the vehicle is stopped and the engine restarted, only 2nd gear and reverse gear #2 are available.

= AMG SpeedShift =

== AMG SpeedShift TCT ==

The TCT transmission is essentially the 7G-Tronic automatic transmission including "Torque Converter Technology".

Sporty, performance-oriented version with the same gear ratios. First used in 2005 Mercedes-Benz SLK 55 AMG.{{Cite web |url=http://media.daimler.com/dcmedia/0-921-614226-1-789843-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html?TS=1248130312329 |title=Daimler Global Media Site > Mercedes-Benz Cars > AMG |access-date=2009-07-20 |archive-url=https://web.archive.org/web/20090804092034/http://media.daimler.com/dcmedia/0-921-614226-1-789843-1-0-0-0-0-1-12635-614226-0-1-0-0-0-0-0.html?TS=1248130312329 |archive-date=2009-08-04 |url-status=dead }}

In 2007, 7G-Tronic transmission with AMG SpeedShift was also called '7G-Tronic Sport'.{{Cite web |url=http://media.daimler.com/dcmedia/0-921-658575-1-1030828-1-0-0-0-0-1-11701-854934-0-1-0-0-0-0-0.html |title=The new-generation SLK: More powerful, more economical, more intense | Daimler Global Media Site > Mercedes-Benz Cars > Mercedes-Benz P. Cars > Roadsters > SLK-Class |access-date=2009-07-21 |archive-url=https://web.archive.org/web/20091110075348/http://media.daimler.com/dcmedia/0-921-658575-1-1030828-1-0-0-0-0-1-11701-854934-0-1-0-0-0-0-0.html |archive-date=2009-11-10 |url-status=dead }}

== AMG SpeedShift MCT ==

Mercedes-AMG developed the 7-speed MCT "Multi Clutch Technology" planetary automatic transmission.

The MCT transmission is essentially the 7G-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.{{Cite web |url=http://paultan.org/archives/2008/02/11/new-7-speed-amg-speedshift-mct-debuts/ |title=New 7-speed AMG SPEEDSHIFT MCT |access-date=2010-07-29 |archive-url=https://web.archive.org/web/20090131170842/http://paultan.org/archives/2008/02/11/new-7-speed-amg-speedshift-mct-debuts/ |archive-date=2009-01-31 |url-status=dead }}

The MCT is fitted with 4 drive modes: "C" (Comfort), "S" (Sport), "S+" (Sport plus) and "M" (Manual) and boasts 0.1 second 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 7-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.

It is available on the 2009 SL 63 AMG and E 63 AMG, and will be used for the 2011 S 63 AMG and CL 63 AMG, and the 2012 CLS 63 AMG and C 63 AMG.

Compulsory on the 2014 CLS 63 and E 63 AMG models, as well as their "S--Model" variants. Improved with the release of the 2015 model year, by decreasing the lag time between shifts.

= Layout =

Progress is reflected in 7 forward gears{{efn|plus 2 reverse gears}} using 11 main components,{{cite web|url=http://shop.ukrtrans.biz/wp-content/uploads/catalogs/722.9.pdf |title=Catalog |publisher=shop.ukrtrans.biz |access-date=2020-01-15}}{{Cite web |url=https://procarmanuals.com/mercedes-benz-automatic-transmission-722-9-technical-training-materials/ |title=Mercedes-Benz Automatic Transmission 722.9 Technical Training Materials - PDF Free Online |access-date=2019-06-28 |archive-url=https://web.archive.org/web/20190628162658/https://procarmanuals.com/mercedes-benz-automatic-transmission-722-9-technical-training-materials/ |archive-date=2019-06-28 |url-status=dead }} compared to 5 forward gears{{efn|plus 2 reverse gear}} with 9 main components in the previous 5G-Tronic transmission. This turns out the design as advanced compared to its predecessor but less economical compared to its competitors. It uses no bands nor sprag clutches. It is fully electronic controlled. Torque converter lock-up can operate in all 7 forward gears.

class="wikitable collapsible" style="text-align:center" \|+Gear Ratios
rowspan=2 colspan=4\|With Assessment !colspan=4\|Planetary Gear Set: Teeth{{efn\|Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input shafts are R₁ and, if actuated, R₃ Output shaft is C₃ (planetary gear carrier of gearset 3)}} !rowspan=2\|Count !rowspan=2\|Total{{efn\|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}} Center{{efn\|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}} !rowspan=2\|Avg.{{efn\|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}}
colspan=2\|Ravigneaux !colspan=2\|Simple
colspan=11 style="background:#AAF;"\|
Model Type !colspan=2\|Version First Delivery ! !S₁{{efn\|Sun 1: sun gear of gearset 1: inner Ravigneaux gearset}} R₁{{efn\|Ring 1: ring gear of gearset 1: inner Ravigneaux gearset}} !S₂{{efn\|Sun 2: sun gear of gearset 2: outer Ravigneaux gearset}} R₂{{efn\|Ring 2: ring gear of gearset 2: outer Ravigneaux gearset}} !S₃{{efn\|Sun 3: sun gear of gearset 3}} R₃{{efn\|Ring 3: ring gear of gearset 3}} !S₄{{efn\|Sun 4: sun gear of gearset 4}} R₄{{efn\|Ring 4: ring gear of gearset 4}} !Brakes Clutches !Ratio Span !Gear Step{{efn\|name=50:50\|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 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: {{font color\|red\|smaller gear steps are a waste of possible ratios (red bold)}} upper half: {{font color\|red\|larger gear steps are unsatisfactory (red bold)}}}}
style="font-style:italic;" !Gear Ratio !{{font color\|gray\|R 3}}{{efn\|name=R3\|{{font color\|gray\|In line with the logic for the 2nd reverse gear of the predecessor 5G-Tronic, the extended layout provides this 3rd reverse gear, but it was not used in the transmission that was finally launched on the market}}}} ${i_{R3}}$ !R 2 ${i_{R2}}$ !R 1 ${i_{R1}}$ !1 ${i_1}$ !2 ${i_2}$ !3 ${i_3}$ !4 ${i_4}$ !5 ${i_5}$ !6 ${i_6}$ !7 ${i_7}$
Step{{efn\|name=50:50}} !{{font color\|gray\| $\tfrac{i_{R2}} {i_{R3}}$ }} ! $\tfrac{i_{R1}} {i_{R2}}$ ! $-\tfrac{i_R} {i_1}$ {{efn\|name=R:1\|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 {{font color\|red\|Plus 25 % minus 20 % is acceptable (red)}} {{font color\|red\|Above this is unsatisfactory (bold)}}}} ! $\tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_2}$ {{efn\|name=1:2\|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 {{font color\|red\|Up to 1.7500:1 (7:4) is acceptable (red)}} {{font color\|red\|Above is unsatisfactory (bold)}}}} ! $\tfrac{i_2} {i_3}$ ! $\tfrac{i_3} {i_4}$ ! $\tfrac{i_4} {i_5}$ ! $\tfrac{i_5} {i_6}$ ! $\tfrac{i_6} {i_7}$
Δ Step{{efn\|name=LS\|From large to small gears (from right to left)}}{{efn\|name=step\|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 {{font color\|red\|Not progressively increasing is acceptable (red)}} {{font color\|red\|Not increasing is unsatisfactory (bold)}}}} !style="background:#DDF;"\| !{{font color\|gray\| $\tfrac{i_{R1}} {i_{R2}} : \tfrac{i_{R2}} {i_{R3}}$ }} !style="background:#DDF;"\| !style="background:#DDF;"\| ! $\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}$ ! $\tfrac{i_2} {i_3} : \tfrac{i_3} {i_4}$ ! $\tfrac{i_3} {i_4} : \tfrac{i_4} {i_5}$ ! $\tfrac{i_4} {i_5} : \tfrac{i_5} {i_6}$ ! $\tfrac{i_5} {i_6} : \tfrac{i_6} {i_7}$ !style="background:#DDF;"\|
Shaft Speed !{{font color\|gray\| $\tfrac{i_1}{i_{R3}}$ }} ! $\tfrac{i_1} {i_{R2}}$ ! $\tfrac{i_1} {i_{R1}}$ ! $\tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_2}$ ! $\tfrac{i_1} {i_3}$ ! $\tfrac{i_1} {i_4}$ ! $\tfrac{i_1} {i_5}$ ! $\tfrac{i_1} {i_6}$ ! $\tfrac{i_1} {i_7}$
Δ Shaft Speed{{efn\|name=speed\|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 {{font color\|red\|1 difference smaller than the previous one is acceptable (red)}} {{font color\|red\|2 consecutive ones are a waste of possible ratios (bold)}}}} !{{font color\|gray\| $\tfrac{i_1} {i_{R2}} - \tfrac{i_1}{i_{R3}}$ }} ! $\tfrac{i_1} {i_{R1}} - \tfrac{i_1} {i_{R2}}$ ! $0 - \tfrac{i_1} {i_{R1}}$ ! $\tfrac{i_1} {i_1} - 0$ ! $\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}$ ! $\tfrac{i_1} {i_4} - \tfrac{i_1} {i_3}$ ! $\tfrac{i_1} {i_5} - \tfrac{i_1} {i_4}$ ! $\tfrac{i_1} {i_6} - \tfrac{i_1} {i_5}$ ! $\tfrac{i_1} {i_7} - \tfrac{i_1} {i_6}$
colspan=11 style="background:#AAF;"\|
W7A ALL 722.9 \|colspan=2\|{{convert\|700\|Nm\|lbft\|0\|abbr=on\|lk=on}} 2003 \| \|42 86 \|86 110 \|28 76 \|46 114 \|4 3 \|{{round\|203840/4656911507/8372\|4}} {{round\|(203840/465698372/11507)^(1/2)\|4}} \|style="background:#FFC;"\|{{font color\|red\|*{{round\|(203840/4656911507/8372)^(1/6)\|4}}**{{efn\|name=50:50}}}}
style="font-style:italic;" !Gear Ratio \|{{font color\|gray\|{{round
598/399\|4}}}}{{efn\|name=R3}} $\tfrac{598}{399}$ \|{{round
38272/17157\|4}} $\tfrac{38,272}{17,157}$ \|{{font color\|red\|{{round
8372/2451\|4}}{{efn\|name=R:1}} $-\tfrac{8,372}{2,451}$ }} \|{{round\|203840/46569\|4}} $\tfrac{203,840}{46,569}$ \|{{font color\|red\|{{round\|133120/46569\|4}}}}{{efn\|name=step}} $\tfrac{133,120}{46,569}$ \|{{round\|2080/1083\|4}} $\tfrac{2,080}{1,083}$ \|{{font color\|red\|{{round\|26/19\|4}}{{efn\|name=step}} $\tfrac{26}{19}$ }} \|{{font color\|red\|{{round\|1/1\|4}}{{efn\|name=50:50}} $\tfrac{1}{1}$ }} \|{{font color\|red\|{{round\|38272/46651\|4}}{{efn\|name=speed}} $\tfrac{38,272}{46,651}$ }} \|{{font color\|red\|{{round\|8372/11507\|4}}{{efn\|name=speed}} $\tfrac{8,372}{11,507}$ }}
Step \|{{font color\|gray\|1.4884}} \|1.5313 \|{{font color\|red\|0.7804}}{{efn\|name=R:1}} !1.0000 \|style="background:#FFC;"\|{{font color\|red\|1.5313}} \|style="background:#FFC;"\|1.4884 \|style="background:#FFC;"\|{{font color\|red\|1.4035}} \|style="background:#FFC;"\|{{font color\|red\|1.3684}}{{efn\|name=50:50}} \|style="background:#FFC;"\|1.2189 \|style="background:#FFC;"\|1.1276
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|1.0288 \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|{{font color\|red\|1.0288}}{{efn\|name=step}} \|style="background:#DFD;"\|1.0605 \|style="background:#DFD;"\|{{font color\|red\|1.0256}}{{efn\|name=step}} \|style="background:#DFD;"\|1.1226 \|style="background:#DFD;"\|1.0810 \|style="background:#DDF;"\|
Speed \|{{font color\|gray\|–2.9205}} \|–1.9622 \|{{font color\|red\|-1.2815}} !1.0000 \|1.5313 \|2.2791 \|3.1987 \|4.3772 \|{{font color\|red\|5.3355}} \|{{font color\|red\|6.0162}}
Δ Speed \|{{font color\|gray\|0.9583}} \|0.6808 \|{{font color\|red\|1.2815}} !1.0000 \|style="background:#DFD;"\|0.5313 \|style="background:#DFD;"\|0.7478 \|style="background:#DFD;"\|0.9196 \|style="background:#DFD;"\|1.1785 \|style="background:#DFD;"\|{{font color\|red\|0.9583}}{{efn\|name=speed}} \|style="background:#DFD;"\|{{font color\|red\|0.6808}}{{efn\|name=speed}}
colspan=11 style="background:#AAF;"\|
Ratio R & Even \|colspan=2\| $i_{R3}=-\tfrac{S_4 (S_3+ R_3)} {S_3 R_4}$ \|colspan=2\| $-\tfrac{S_4 (S_1+ R_1) (S_3+ R_3)} {R_1 S_3 R_4}$ \|colspan=2\| $\tfrac{(S_1+ R_1) (S_3+ R_3) (S_4+ R_4)} {R_1 R_3 R_4}$ \|colspan=2\| $i_4 = \tfrac{S_3+ R_3} {R_3}$ \|colspan=2\| $\tfrac{S_4 (S_1+ R_1) (S_3+ R_3)} {S_4 (S_1+ R_1) (S_3+ R_3)+ S_1 S_3 R_4}$
Ratio R1 & Odd \|colspan=3\| $i_{R1}=-\tfrac{S_4 (S_2+ R_2) (S_3+ R_3)} {S_2 S_3 R_4}$ \|colspan=2\| $\tfrac{(S_2+ R_2) (S_3+ R_3) (S_4+ R_4)} {S_2 R_3 R_4}$ \|colspan=2\| $\tfrac{(S_3+ R_3) (S_4+ R_4)} {R_3 R_4}$ \| $i_5 = \tfrac{1} {1}$ \|colspan=2\| $\tfrac{S_4 (S_2+ R_2) (S_3+ R_3)} {S_4 (S_2+ R_2) (S_3+ R_3)+ R_2 S_3 R_4}$
colspan=11\|Algebra And Actuated Shift Elements{{efn\|Permanently coupled elements C₁ and C₂ (the common Ravigneaux carrier 1 + 2), and R₄ R₃ and C₄ (carrier 4)}}
Brake 1{{efn\|Blocks S₁ (sun gear of the inner Ravigneaux geaset)}} \| \|❶ \| \| \|❶ \| \| \| \|❶ \|
Brake 2{{efn\|Blocks S₃}} \| \| \| \|❶ \|❶ \|❶ \|❶ \| \| \|
Brake 3{{efn\|Blocks R₂ (ring gear of the outer Ravigneaux gearset)}} \| \| \|❶ \|❶ \| \| \| \| \| \|❶
Brake BR{{efn\|Blocks R₃ and C₄ (carrier 4)}} \|{{font color\|gray\|❶}}{{efn\|name=R3}} \|❶ \|❶ \| \| \| \| \| \| \|
Clutch 1{{efn\|Couples S₁ (sun gear of inner Ravigneaux gearset) with R₂ (ring gear of outer Ravigneaux gearset)}} \|{{font color\|gray\|❶}}{{efn\|name=R3}} \| \| \| \| \|❶ \|❶ \|❶ \| \|
Clutch 2{{efn\|Couples R₁ (ring of inner Ravigneaux gearset) with R₃ and C₄ (carrier 4)}} \| \| \| \| \| \| \|❶ \|❶ \|❶ \|❶
Clutch 3{{efn\|Couples S₃ with S₄}} \|{{font color\|gray\|❶}}{{efn\|name=R3}} \|❶ \|❶ \|❶ \|❶ \|❶ \| \|❶ \|❶ \|❶
colspan=11 style="background:#AAF;"\|
colspan=11\|{{notelist\|2\|group=efn}}
colspan=11 style="background:#AAF;"\|

class="wikitable collapsible" style="text-align:center"

|+Gear Ratios

rowspan=2 colspan=4|With Assessment

!colspan=4|Planetary Gear Set: Teeth{{efn|Layout

Input and output are on opposite sides
Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side
Input shafts are R₁ and, if actuated, R₃
Output shaft is C₃ (planetary gear carrier of gearset 3)}}

!rowspan=2|Count

!rowspan=2|Total{{efn|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}}
Center{{efn|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}}

!rowspan=2|Avg.{{efn|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}}

colspan=2|Ravigneaux

!colspan=2|Simple

colspan=11 style="background:#AAF;"|

Model
Type

!colspan=2|Version
First Delivery

!S₁{{efn|Sun 1: sun gear of gearset 1: inner Ravigneaux gearset}}
R₁{{efn|Ring 1: ring gear of gearset 1: inner Ravigneaux gearset}}

!S₂{{efn|Sun 2: sun gear of gearset 2: outer Ravigneaux gearset}}
R₂{{efn|Ring 2: ring gear of gearset 2: outer Ravigneaux gearset}}

!S₃{{efn|Sun 3: sun gear of gearset 3}}
R₃{{efn|Ring 3: ring gear of gearset 3}}

!S₄{{efn|Sun 4: sun gear of gearset 4}}
R₄{{efn|Ring 4: ring gear of gearset 4}}

!Brakes
Clutches

!Ratio
Span

!Gear
Step{{efn|name=50:50|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 3) is always smaller
than the average gear step (cell highlighted yellow two rows above on the far right)
lower half: {{font color|red|smaller gear steps are a waste of possible ratios (red bold)}}
upper half: {{font color|red|larger gear steps are unsatisfactory (red bold)}}}}

style="font-style:italic;"

!Gear
Ratio

!{{font color|gray|R 3}}{{efn|name=R3|{{font color|gray|In line with the logic for the 2nd reverse gear of the predecessor 5G-Tronic, the extended layout provides this 3rd reverse gear, but it was not used in the transmission that was finally launched on the market}}}}
${i_{R3}}$

!R 2
${i_{R2}}$

!R 1
${i_{R1}}$

!1
${i_1}$

!2
${i_2}$

!3
${i_3}$

!4
${i_4}$

!5
${i_5}$

!6
${i_6}$

!7
${i_7}$

Step{{efn|name=50:50}}

!{{font color|gray| $\tfrac{i_{R2}} {i_{R3}}$ }}

! $\tfrac{i_{R1}} {i_{R2}}$

! $-\tfrac{i_R} {i_1}$ {{efn|name=R:1|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
{{font color|red|Plus 25 % minus 20 % is acceptable (red)}}
{{font color|red|Above this is unsatisfactory (bold)}}}}

! $\tfrac{i_1} {i_1}$

! $\tfrac{i_1} {i_2}$ {{efn|name=1:2|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
{{font color|red|Up to 1.7500:1 (7:4) is acceptable (red)}}
{{font color|red|Above is unsatisfactory (bold)}}}}

! $\tfrac{i_2} {i_3}$

! $\tfrac{i_3} {i_4}$

! $\tfrac{i_4} {i_5}$

! $\tfrac{i_5} {i_6}$

! $\tfrac{i_6} {i_7}$

Δ Step{{efn|name=LS|From large to small gears (from right to left)}}{{efn|name=step|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
{{font color|red|Not progressively increasing is acceptable (red)}}
{{font color|red|Not increasing is unsatisfactory (bold)}}}}

!style="background:#DDF;"|

!{{font color|gray| $\tfrac{i_{R1}} {i_{R2}} : \tfrac{i_{R2}} {i_{R3}}$ }}

!style="background:#DDF;"|

! $\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}$

! $\tfrac{i_2} {i_3} : \tfrac{i_3} {i_4}$

! $\tfrac{i_3} {i_4} : \tfrac{i_4} {i_5}$

! $\tfrac{i_4} {i_5} : \tfrac{i_5} {i_6}$

! $\tfrac{i_5} {i_6} : \tfrac{i_6} {i_7}$

!style="background:#DDF;"|

Shaft
Speed

!{{font color|gray| $\tfrac{i_1}{i_{R3}}$ }}

! $\tfrac{i_1} {i_{R2}}$

! $\tfrac{i_1} {i_{R1}}$

! $\tfrac{i_1} {i_1}$

! $\tfrac{i_1} {i_2}$

! $\tfrac{i_1} {i_3}$

! $\tfrac{i_1} {i_4}$

! $\tfrac{i_1} {i_5}$

! $\tfrac{i_1} {i_6}$

! $\tfrac{i_1} {i_7}$

Δ Shaft
Speed{{efn|name=speed|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
{{font color|red|1 difference smaller than the previous one is acceptable (red)}}
{{font color|red|2 consecutive ones are a waste of possible ratios (bold)}}}}

!{{font color|gray| $\tfrac{i_1} {i_{R2}} - \tfrac{i_1}{i_{R3}}$ }}

! $\tfrac{i_1} {i_{R1}} - \tfrac{i_1} {i_{R2}}$

! $0 - \tfrac{i_1} {i_{R1}}$

! $\tfrac{i_1} {i_1} - 0$

! $\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}$

! $\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}$

! $\tfrac{i_1} {i_4} - \tfrac{i_1} {i_3}$

! $\tfrac{i_1} {i_5} - \tfrac{i_1} {i_4}$

! $\tfrac{i_1} {i_6} - \tfrac{i_1} {i_5}$

! $\tfrac{i_1} {i_7} - \tfrac{i_1} {i_6}$

colspan=11 style="background:#AAF;"|

W7A ALL
722.9

|colspan=2|{{convert|700|Nm|lbft|0|abbr=on|lk=on}}
2003

|42
86

|86
110

|28
76

|46
114

|4
3

|{{round|203840/46569*11507/8372|4}}
{{round|(203840/46569*8372/11507)^(1/2)|4}}

|style="background:#FFC;"|{{font color|red|{{round|(203840/46569*11507/8372)^(1/6)|4}}{{efn|name=50:50}}}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|gray|{{round

598/399|4}}}}{{efn|name=R3}}

\tfrac{598}{399}

|{{round

38272/17157|4}}

\tfrac{38,272}{17,157}

|{{font color|red|{{round

8372/2451|4}}{{efn|name=R:1}}

-\tfrac{8,372}{2,451}

}}

|{{round|203840/46569|4}}
$\tfrac{203,840}{46,569}$

|{{font color|red|{{round|133120/46569|4}}}}{{efn|name=step}}
$\tfrac{133,120}{46,569}$

|{{round|2080/1083|4}}
$\tfrac{2,080}{1,083}$

|{{font color|red|{{round|26/19|4}}{{efn|name=step}}
$\tfrac{26}{19}$ }}

|{{font color|red|{{round|1/1|4}}{{efn|name=50:50}}
$\tfrac{1}{1}$ }}

|{{font color|red|{{round|38272/46651|4}}{{efn|name=speed}}
$\tfrac{38,272}{46,651}$ }}

|{{font color|red|{{round|8372/11507|4}}{{efn|name=speed}}
$\tfrac{8,372}{11,507}$ }}

Step

|{{font color|gray|1.4884}}

|1.5313

|{{font color|red|0.7804}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.5313}}

|style="background:#FFC;"|1.4884

|style="background:#FFC;"|{{font color|red|1.4035}}

|style="background:#FFC;"|{{font color|red|1.3684}}{{efn|name=50:50}}

|style="background:#FFC;"|1.2189

|style="background:#FFC;"|1.1276

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|1.0288

|style="background:#DDF;"|

|style="background:#DFD;"|{{font color|red|1.0288}}{{efn|name=step}}

|style="background:#DFD;"|1.0605

|style="background:#DFD;"|{{font color|red|1.0256}}{{efn|name=step}}

|style="background:#DFD;"|1.1226

|style="background:#DFD;"|1.0810

|style="background:#DDF;"|

Speed

|{{font color|gray|–2.9205}}

|–1.9622

|{{font color|red|-1.2815}}

!1.0000

|1.5313

|2.2791

|3.1987

|4.3772

|{{font color|red|5.3355}}

|{{font color|red|6.0162}}

Δ Speed

|{{font color|gray|0.9583}}

|0.6808

|{{font color|red|1.2815}}

!1.0000

|style="background:#DFD;"|0.5313

|style="background:#DFD;"|0.7478

|style="background:#DFD;"|0.9196

|style="background:#DFD;"|1.1785

|style="background:#DFD;"|{{font color|red|0.9583}}{{efn|name=speed}}

|style="background:#DFD;"|{{font color|red|0.6808}}{{efn|name=speed}}

colspan=11 style="background:#AAF;"|

Ratio
R & Even

|colspan=2| $i_{R3}=-\tfrac{S_4 (S_3+ R_3)} {S_3 R_4}$

|colspan=2| $-\tfrac{S_4 (S_1+ R_1) (S_3+ R_3)} {R_1 S_3 R_4}$

|colspan=2| $\tfrac{(S_1+ R_1) (S_3+ R_3) (S_4+ R_4)} {R_1 R_3 R_4}$

|colspan=2| $i_4 = \tfrac{S_3+ R_3} {R_3}$

|colspan=2| $\tfrac{S_4 (S_1+ R_1) (S_3+ R_3)} {S_4 (S_1+ R_1) (S_3+ R_3)+ S_1 S_3 R_4}$

Ratio
R1 & Odd

|colspan=3| $i_{R1}=-\tfrac{S_4 (S_2+ R_2) (S_3+ R_3)} {S_2 S_3 R_4}$

|colspan=2| $\tfrac{(S_2+ R_2) (S_3+ R_3) (S_4+ R_4)} {S_2 R_3 R_4}$

|colspan=2| $\tfrac{(S_3+ R_3) (S_4+ R_4)} {R_3 R_4}$

| $i_5 = \tfrac{1} {1}$

|colspan=2| $\tfrac{S_4 (S_2+ R_2) (S_3+ R_3)} {S_4 (S_2+ R_2) (S_3+ R_3)+ R_2 S_3 R_4}$

colspan=11|Algebra And Actuated Shift Elements{{efn|Permanently coupled elements

C₁ and C₂ (the common Ravigneaux carrier 1 + 2), and R₄
R₃ and C₄ (carrier 4)}}

Brake 1{{efn|Blocks S₁ (sun gear of the inner Ravigneaux geaset)}}

|❶

Brake 2{{efn|Blocks S₃}}

|❶

Brake 3{{efn|Blocks R₂ (ring gear of the outer Ravigneaux gearset)}}

|❶

Brake BR{{efn|Blocks R₃ and C₄ (carrier 4)}}

|{{font color|gray|❶}}{{efn|name=R3}}

|❶

Clutch 1{{efn|Couples S₁ (sun gear of inner Ravigneaux gearset) with R₂ (ring gear of outer Ravigneaux gearset)}}

|{{font color|gray|❶}}{{efn|name=R3}}

|❶

Clutch 2{{efn|Couples R₁ (ring of inner Ravigneaux gearset) with R₃ and C₄ (carrier 4)}}

|❶

Clutch 3{{efn|Couples S₃ with S₄}}

|{{font color|gray|❶}}{{efn|name=R3}}

|❶

colspan=11 style="background:#AAF;"|

colspan=11|{{notelist|2|group=efn}}

colspan=11 style="background:#AAF;"|

Applications

= Mercedes models =

== Mercedes C-Class ==

2005–2007 Mercedes-Benz W203 (C 320 CDI, C 230, C 280, C 350; post-facelift)
2005–2007 Mercedes-Benz CL203 (C 230 Sport Coupé, C 350 Sport Coupé; post-facelift), (CLC 250, CLC 350)
2011–2018 Mercedes-Benz W204 (C 63 AMG, C 63 AMG Black Series)
2014 Mercedes-Benz W205 (C 180)

== Mercedes E-Class ==

2009–2016 Mercedes-Benz W212 (E 200 AMG 7G-Tronic, E 63 AMG)
2009–2013 Mercedes-Benz W212 (E 200 AMG 7G-Tronic)
2007–2009 Mercedes-Benz W211 (E 230 V6 7G-Tronic)

== Mercedes S-Class ==

2013–2017 Mercedes-Benz W222 (all models except Maybach S 500 and Maybach S 500 4Matic)
2017–2020 Mercedes-Benz W222 (V12 models only)

== Mercedes SLK-Class ==

2004–2011 Mercedes-Benz R171
2011–2015 Mercedes-Benz R172

== Mercedes CLS-Class ==

2003–2010 Mercedes-Benz C219
2010–2018 Mercedes-Benz C218

== Mercedes CLK-Class ==

2002–2010 Mercedes-Benz C209

= Non Mercedes-Benz models =

== [[Infiniti]] ==

2014–2019 Infiniti Q50 (2.0t (M274 DE20 LA){{cite web|url=https://paultan.org/2014/03/05/first-view-daimlers-2-0-turbo-infiniti-engine-bay/|title=First view of Mercedes 2.0 turbo in the Infiniti Q50}}).
2015–2016 Infiniti Q50 (2.2d (OM651 22 LA){{cite web|url=https://www.carmag.co.za/road-tests/comparative-road-tests/infiniti-q50-22d-sport-vs-mercedes-benz-c220-bluetec-7g-tronic/|title=Infiniti Q50 2,2d Sport vs. Mercedes-Benz C220 BlueTEC 7G-tronic|date=18 October 2014 }}).
2017–2018 Infiniti Q60 (2.0t (M274 DE20 LA)).

== [[SsangYong Motor]] ==

2017–2020 SsangYong Rexton G4 (2.2 e-XDi Euro 6 Turbo-Diesel)
SsangYong Rodius Korando Turismo (in South Korea)
SsangYong Rodius Turismo (in UK)

References

External links

[http://ecu.de/mercedes/getriebesteuerger%C3%A4t/vgs---nag2-%287g-tronic%29-5150/ 7g-Tronic ECU Repair]
[https://web.archive.org/web/20040717133631/http://www.germancarfans.com/print.cfm/ID/2030515.001 GermanCarFans]
{{cite web|url=http://www.mercedes-benz.ca/content/media_library/canada/mpc_canada/en/mercedes_benz_canada/AboutUs/Press/2003/MB_Press-Release_May14-2003.object-Single-MEDIA.download.tmp/2003-05-14%207G-TRONIC.pdf|title=7G-Tronic: Mercedes-Benz presents the world's first seven-speed automatic transmission for passenger cars|work=DaimlerChrysler press release|access-date=14 October 2008|archive-url=https://web.archive.org/web/20110706185229/http://www.mercedes-benz.ca/content/media_library/canada/mpc_canada/en/mercedes_benz_canada/AboutUs/Press/2003/MB_Press-Release_May14-2003.object-Single-MEDIA.download.tmp/2003-05-14%207G-TRONIC.pdf|archive-date=6 July 2011|url-status=dead}}
[https://att24.de/ ATT24 GmbH]

Category:Mercedes-Benz

Category:Automatic transmission tradenames

Category:Mercedes-Benz Group transmissions

Mercedes-Benz 7G-Tronic transmission

Specifications

= Operating Modes =

== Regular ==

== „Limp-Home Mode“ ==

= AMG SpeedShift =

== AMG SpeedShift TCT ==

== AMG SpeedShift MCT ==

= Layout =

Applications

= Mercedes models =

== Mercedes C-Class ==

== Mercedes E-Class ==

== Mercedes S-Class ==

== Mercedes SLK-Class ==

== Mercedes CLS-Class ==

== Mercedes CLK-Class ==

= Non Mercedes-Benz models =

== [[Infiniti]] ==

== [[SsangYong Motor]] ==

See also

References

External links