ZF 3HP transmission

{{short description|Motor vehicle automatic transmission models}}

{{Infobox automobile

|name = 3HP 12 · 3HP 22

|production = 1963–1975 · 1973–1990

|model_years = 1963–1975 · 1973–1990

|manufacturer = ZF Friedrichshafen

|class = 3-Speed Automatic Transmission for Longitudinal and Transverse Engines

|successor = ZF 4HP transmission Family

}}

The 3HP is a 3-speed Automatic transmission family with a hydrodynamic Torque converter with hydraulic control for passenger cars from ZF Friedrichshafen AG. In selector level position "P", the output is locked mechanically. The Ravigneaux planetary gearset types were first introduced in 1963 and produced through the mid seventies. The Simpson planetary gearset types were launched in 1973 and produced through 1990. Both were used in different versions in a large number of cars.

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 !1 !2 !3 !Total Span !Span Center !Avg. Step !Compo- nents
colspan=10 style="background:#AAF;"\|
3HP 12 Small Engines \|{{round
2/1\|3}} \|{{round\|64/25\|3}} \|{{round\|38/25\|3}} \|{{round\|1/1\|3}} \|{{round\|64/251/1\|3}} \|{{round\|(64/251/1)^(1/2)\|3}} \|{{round\|(64/25*1/1)^(1/2)\|3}} \|rowspan=2\|2 Gearsets 3 Brakes 2 Clutches
3HP 12 Big Engines \|{{round
2/1\|3}} \|{{round\|16/7\|3}} \|{{round\|10/7\|3}} \|{{round\|1/1\|3}} \|{{round\|16/71/1\|3}} \|{{round\|(16/71/1)^(1/2)\|3}} \|{{round\|(16/7*1/1)^(1/2)\|3}}
colspan=10 style="background:#AAF;"\|
3HP 22 Big Engines \|{{round
73/35\|3}} \|{{round\|181/73\|3}} \|{{round\|108/73\|3}} \|{{round\|1/1\|3}} \|{{round\|181/731/1\|3}} \|{{round\|(181/731/1)^(1/2)\|3}} \|{{round\|(181/73*1/1)^(1/2)\|3}} \|rowspan=3\|2 Gearsets 3 Brakes 2 Clutches
3HP 22 Small Engines \|{{round
73/35\|3}} \|{{round\|6983/2555\|3}} \|{{round\|114/73\|3}} \|{{round\|1/1\|3}} \|{{round\|6983/25551/1\|3}} \|{{round\|(6983/25551/1)^(1/2)\|3}} \|{{round\|(6983/2555*1/1)^(1/2)\|3}}
3HP 22 Porsche 944 \|{{round
17/7\|3}} \|{{round\|19/7\|3}} \|{{round\|3/2\|3}} \|{{round\|1/1\|3}} \|{{round\|19/71/1\|3}} \|{{round\|(19/71/1)^(1/2)\|3}} \|{{round\|(19/7*1/1)^(1/2)\|3}}

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}}

!Total
Span

!Span
Center

!Avg.
Step

!Compo-
nents

colspan=10 style="background:#AAF;"|

3HP 12
Small Engines

|{{round

2/1|3}}

|{{round|64/25|3}}

|{{round|38/25|3}}

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

|{{round|64/25*1/1|3}}

|{{round|(64/25*1/1)^(1/2)|3}}

|rowspan=2|2 Gearsets
3 Brakes
2 Clutches

3HP 12
Big Engines

|{{round

2/1|3}}

|{{round|16/7|3}}

|{{round|10/7|3}}

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

|{{round|16/7*1/1|3}}

|{{round|(16/7*1/1)^(1/2)|3}}

colspan=10 style="background:#AAF;"|

3HP 22
Big Engines

|{{round

73/35|3}}

|{{round|181/73|3}}

|{{round|108/73|3}}

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

|{{round|181/73*1/1|3}}

|{{round|(181/73*1/1)^(1/2)|3}}

|rowspan=3|2 Gearsets
3 Brakes
2 Clutches

3HP 22
Small Engines

|{{round

73/35|3}}

|{{round|6983/2555|3}}

|{{round|114/73|3}}

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

|{{round|6983/2555*1/1|3}}

|{{round|(6983/2555*1/1)^(1/2)|3}}

3HP 22
Porsche 944

|{{round

17/7|3}}

|{{round|19/7|3}}

|{{round|3/2|3}}

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

|{{round|19/7*1/1|3}}

|{{round|(19/7*1/1)^(1/2)|3}}

1963: 3HP 12 · Ravigneaux Planetary Gearset Types

=Introduction=

The 3HP 12 was produced through the mid-seventies and has been used in a variety of cars. There are versions for longitudinal and transverse engines.

class="wikitable collapsible" style="text-align:center" \|+Gear Ratios !colspan=2\|With Assessment !colspan=2\|Planetary Gearset: 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 is, if actuated S₁ or S₂ Output shaft is R₂ (the ring gear of the outer Ravigneaux gearset}} Ravigneaux !Count !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}} !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=7 style="background:#AAF;"\|
Model Type !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}} !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 1) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 1) 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 ! !R ${i_R}$ ! !1 ${i_1}$ !2 ${i_2}$ !3 ${i_3}$
Step{{efn\|name=50:50}} ! ! $-\tfrac{i_R} {i_1}$ {{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)}}}} ! $\tfrac{i_2} {i_3}$
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;"\| !style="background:#DDF;"\| !style="background:#DDF;"\| !style="background:#DDF;"\| ! $\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}$ !style="background:#DDF;"\|
Shaft Speed ! ! $\tfrac{i_1} {i_R}$ ! ! $\tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_2}$ ! $\tfrac{i_1} {i_3}$
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)}}}} ! ! $0 - \tfrac{i_1} {i_R}$ ! ! $\tfrac{i_1} {i_1} - 0$ ! $\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}$
colspan=7 style="background:#AAF;"\|
3HP 12 \|\|{{convert\|160\|Nm\|lbft\|0\|abbr=on\|lk=on}} 1963 \|25 32 \|32 64 \|3 2 \|{{round\|64/251/1\|4}} {{round\|(64/251/1)^(1/2)\|4}} \|style="background:#FFC;"\|{{round\|(64/25*1/1)^(1/2)\|4}}{{efn\|name=50:50}}
style="font-style:italic;" !Gear Ratio \| \|{{font color\|red\|{{round
2/1\|4}}{{efn\|name=R:1}} $-\tfrac{2} {1}$ }} \| \|{{round\|64/25\|4}} $\tfrac{64}{25}$ \|{{font color\|red\|{{round\|38/25\|4}}{{efn\|name=1:2}} $\tfrac{38} {25}$ }} \|{{round\|1/1\|4}} $\tfrac{1}{1}$
Step \| \|{{font color\|red\|0.7825}}{{efn\|name=R:1}} \| !1.0000 \|style="background:#FFC;"\|{{font color\|red\|1.6842}}{{efn\|name=1:2}} \|style="background:#FFC;"\|1.5200
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|1.1080 \|style="background:#DDF;"\|
Speed \| \|{{font color\|red\|-1.2800}} \| !1.0000 \|1.6842 \|2.5600
Δ Speed \| \|{{font color\|red\|1.2800}} \| !1.0000 \|style="background:#DFD;"\|0.6842 \|style="background:#DFD;"\|0.8758
colspan=7 \|
3HP 12 \|Big Engines 1963 \|28 32 \|32 64 \|3 2 \|{{round\|16/71/1\|4}} {{round\|(16/71/1)^(1/2)\|4}} \|style="background:#FFC;"\|{{round\|(16/7*1/1)^(1/2)\|4}}{{efn\|name=50:50}}
style="font-style:italic;" !Gear Ratio \| \|{{font color\|red\|{{round
2/1\|4}}{{efn\|name=R:1}} $-\tfrac{2} {1}$ }} \| \|{{round\|16/7\|4}} $\tfrac{16}{7}$ \|{{round\|10/7\|4}} $\tfrac{10} {7}$ \|{{round\|1/1\|4}} $\tfrac{1}{1}$
Step \| \|{{font color\|red\|0.8750}}{{efn\|name=R:1}} \| !1.0000 \|style="background:#FFC;"\|1.6000 \|style="background:#FFC;"\|1.4286
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|1.1280 \|style="background:#DDF;"\|
Speed \| \|{{font color\|red
1.1429}} \| !1.0000 \|1.6000 \|2.2857
Δ Speed \| \|{{font color\|red\|1.1429}} \| !1.0000 \|style="background:#DFD;"\|0.6000 \|style="background:#DFD;"\|0.6842
colspan=7 style="background:#AAF;"\|
style="font-style:italic;" !Ratio \| \| $-\tfrac{R_2} {S_2}$ \| \| $\tfrac{R_1 R_2} {S_1 S_2}$ \| $\tfrac{R_2 (S_1+ R_1)} {S_1 (S_2+ R_2)}$ \| $\tfrac{1} {1}$
colspan=7\|Algebra And Actuated Shift Elements
Brake A{{efn\|Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset)}} \| \| \| \| \|❶ \|
Brake B{{efn\|Support link with freewheel · blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset) in one direction}} \| \| \| \| \|❶ \|
Brake C{{efn\|Blocks C₁ and C₂ (the common Ravigneaux carrier 1 + 2)}} \| \|❶ \| \|❶ \| \|
Clutch D{{efn\|Couples S₁ (sun gear of the inner Ravigneaux gearset) with the turbine}} \| \| \| \|❶ \|❶ \|❶
Clutch E{{efn\|Couples S₂ (sun gear of the outer Ravigneaux gearset) with the turbine}} \| \|❶ \| \| \| \|❶
colspan="7" style="background:#AAF;"\|
colspan="7"\| {{notelist\|2\|group=efn}}
colspan="7" style="background:#AAF;"\|

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

|+Gear Ratios

!colspan=2|With Assessment

!colspan=2|Planetary Gearset:
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 is, if actuated S₁ or S₂
Output shaft is R₂ (the ring gear of the outer Ravigneaux gearset}} Ravigneaux

!Count

!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}}

!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=7 style="background:#AAF;"|

Model
Type

!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}}

!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 1) is always larger
and the upper half of the gear steps (between the large gears; rounded up, here the last 1) 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

!R
${i_R}$

!1
${i_1}$

!2
${i_2}$

!3
${i_3}$

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

! $-\tfrac{i_R} {i_1}$ {{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)}}}}

! $\tfrac{i_2} {i_3}$

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;"|

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

!style="background:#DDF;"|

Shaft
Speed

! $\tfrac{i_1} {i_R}$

! $\tfrac{i_1} {i_1}$

! $\tfrac{i_1} {i_2}$

! $\tfrac{i_1} {i_3}$

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)}}}}

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

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

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

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

colspan=7 style="background:#AAF;"|

3HP 12

||{{convert|160|Nm|lbft|0|abbr=on|lk=on}}
1963

|25
32

|32
64

|3
2

|{{round|64/25*1/1|4}}
{{round|(64/25*1/1)^(1/2)|4}}

|style="background:#FFC;"|{{round|(64/25*1/1)^(1/2)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

2/1|4}}{{efn|name=R:1}}

-\tfrac{2} {1}

}}

|{{round|64/25|4}}
$\tfrac{64}{25}$

|{{font color|red|{{round|38/25|4}}{{efn|name=1:2}}
$\tfrac{38} {25}$ }}

|{{round|1/1|4}}
$\tfrac{1}{1}$

Step

|{{font color|red|0.7825}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.6842}}{{efn|name=1:2}}

|style="background:#FFC;"|1.5200

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DFD;"|1.1080

|style="background:#DDF;"|

Speed

|{{font color|red|-1.2800}}

!1.0000

|1.6842

|2.5600

Δ Speed

|{{font color|red|1.2800}}

!1.0000

|style="background:#DFD;"|0.6842

|style="background:#DFD;"|0.8758

colspan=7 |

3HP 12

|Big Engines
1963

|28
32

|32
64

|3
2

|{{round|16/7*1/1|4}}
{{round|(16/7*1/1)^(1/2)|4}}

|style="background:#FFC;"|{{round|(16/7*1/1)^(1/2)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

2/1|4}}{{efn|name=R:1}}

-\tfrac{2} {1}

}}

|{{round|16/7|4}}
$\tfrac{16}{7}$

|{{round|10/7|4}}
$\tfrac{10} {7}$

|{{round|1/1|4}}
$\tfrac{1}{1}$

Step

|{{font color|red|0.8750}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|1.6000

|style="background:#FFC;"|1.4286

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DFD;"|1.1280

|style="background:#DDF;"|

Speed

|{{font color|red

1.1429}}

!1.0000

|1.6000

|2.2857

Δ Speed

|{{font color|red|1.1429}}

!1.0000

|style="background:#DFD;"|0.6000

|style="background:#DFD;"|0.6842

colspan=7 style="background:#AAF;"|

style="font-style:italic;"

!Ratio

| $-\tfrac{R_2} {S_2}$

| $\tfrac{R_1 R_2} {S_1 S_2}$

| $\tfrac{R_2 (S_1+ R_1)} {S_1 (S_2+ R_2)}$

| $\tfrac{1} {1}$

colspan=7|Algebra And Actuated Shift Elements

Brake A{{efn|Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset)}}

|❶

Brake B{{efn|Support link with freewheel · blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset) in one direction}}

|❶

Brake C{{efn|Blocks C₁ and C₂ (the common Ravigneaux carrier 1 + 2)}}

|❶

Clutch D{{efn|Couples S₁ (sun gear of the inner Ravigneaux gearset) with the turbine}}

|❶

Clutch E{{efn|Couples S₂ (sun gear of the outer Ravigneaux gearset) with the turbine}}

|❶

colspan="7" style="background:#AAF;"|

colspan="7"| {{notelist|2|group=efn}}

colspan="7" style="background:#AAF;"|

1973: 3HP 22 · Simpson Planetary Gearset Types

=Introduction=

The all new 3HP 22 was introduced in 1973 and was produced through 1990 and has been used in a variety of cars from Alfa Romeo, BMW,{{cite web|title=BMWE21.net|url=http://www.bmwe21.net/?page_id=124|publisher=BMWe21.net|access-date=24 November 2013}} Citroën, Peugeot, and Fiat.{{cite web|title=ZF North America application chart (automatic)|url=http://www.zf.com/zfXmlServlet?sessionAttribute=xmlRoot&languageISOCode=DE&resultUrl=/corporate/de/company/tradition/product_information/TraditionProductContentPage.jsp&serviceUrl=http://appsprod01.zf.com/zf.productDataBase/service//applicationLayerSelect&applicationGroupID=&divisionShortcut=&applicationID=12288&businessUnitShortcut=&oemID=330807&oemProductID=330809&productFormID=&productGroupID=17902&productTypeID=330785&productTechnicID=|publisher=ZF.com|access-date=22 November 2013}}

class=wikitable style="text-align:center" \|+Specifications !Weight \|{{convert\|45\|kg\|lb\|0\|abbr=on\|lk=on}} with converter
Control \|mechanical · hydraulic

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

|+Specifications

!Weight

|{{convert|45|kg|lb|0|abbr=on|lk=on}} with converter

Control

|mechanical · hydraulic

class="wikitable collapsible" style="text-align:center" \|+Gear Ratios !colspan=2\|With Assessment !colspan=2\|Planetary Gearset: Teeth{{efn\|Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is, if actuated, S₁ or R₂ Output shaft is R₁}} Simpson !Count !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}} !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=7 style="background:#AAF;"\|
Model Type !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}} !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 1) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 1) 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 ! !R ${i_R}$ ! !1 ${i_1}$ !2 ${i_2}$ !3 ${i_3}$
Step{{efn\|name=50:50}} ! ! $-\tfrac{i_R} {i_1}$ {{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)}}}} ! $\tfrac{i_2} {i_3}$
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;"\| !style="background:#DDF;"\| !style="background:#DDF;"\| !style="background:#DDF;"\| ! $\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}$ !style="background:#DDF;"\|
Shaft Speed ! ! $\tfrac{i_1} {i_R}$ ! ! $\tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_2}$ ! $\tfrac{i_1} {i_3}$
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)}}}} ! ! $0 - \tfrac{i_1} {i_R}$ ! ! $\tfrac{i_1} {i_1} - 0$ ! $\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}$ ! $\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}$
colspan=7 style="background:#AAF;"\|
3HP 22 \|\|{{convert\|320\|Nm\|lbft\|0\|abbr=on\|lk=on}} 1963 \|35 73 \|35 73 \|3 2 \|{{round\|181/731/1\|4}} {{round\|(181/731/1)^(1/2)\|4}} \|style="background:#FFC;"\|{{round\|(181/73*1/1)^(1/2)\|4}}{{efn\|name=50:50}}
style="font-style:italic;" !Gear Ratio \| \|{{font color\|red\|{{round
73/35\|4}}{{efn\|name=R:1}} $-\tfrac{2} {1}$ }} \| \|{{round\|181/73\|4}} $\tfrac{181} {73}$ \|{{font color\|red\|{{round\|108/73\|4}}{{efn\|name=1:2}} $\tfrac{108} {73}$ }} \|{{round\|1/1\|4}} $\tfrac{1} {1}$
Step \| \|{{font color\|red\|0.8412}}{{efn\|name=R:1}} \| !1.0000 \|style="background:#FFC;"\|{{font color\|red\|1.6759}}{{efn\|name=1:2}} \|style="background:#FFC;"\|1.4795
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|1.1328 \|style="background:#DDF;"\|
Speed \| \|{{font color\|red
1.1888}} \| !1.0000 \|1.6759 \|2.4795
Δ Speed \| \|{{font color\|red\|1.1888}} \| !1.0000 \|style="background:#DFD;"\|0.6759 \|style="background:#DFD;"\|0.8035
colspan=7 \|
3HP 22 \|Small Engines 1973 \|35 73 \|41 73 \|3 2 \|{{round\|6983/25551/1\|4}} {{round\|(6983/25551/1)^(1/2)\|4}} \|style="background:#FFC;"\|{{round\|(6983/2555*1/1)^(1/2)\|4}}{{efn\|name=50:50}}
style="font-style:italic;" !Gear Ratio \| \|{{font color\|red\|{{round
73/35\|4}}{{efn\|name=R:1}} $-\tfrac{73} {35}$ }} \| \|{{round\|6983/2555\|4}} $\tfrac{6983}{2555}$ \|{{font color\|red\|{{round\|114/73\|4}}{{efn\|name=1:2}} $\tfrac{114} {73}$ }} \|{{round\|1/1\|4}} $\tfrac{1}{1}$
Step \| \|{{font color\|red\|0.7631}}{{efn\|name=R:1}} \| !1.0000 \|style="background:#FFC;"\|{{font color\|red\|1.7501}}{{efn\|name=1:2}} \|style="background:#FFC;"\|1.5616
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|1.1207 \|style="background:#DDF;"\|
Speed \| \|{{font color\|red\|-1.3103}} \| !1.0000 \|1.7501 \|2.7331
Δ Speed \| \|{{font color\|red\|1.3103}} \| !1.0000 \|style="background:#DFD;"\|0.7501 \|style="background:#DFD;"\|0.9829
colspan=7 \|
3HP 22 \|Porsche 944 1981 \|28 68 \|32 64 \|3 2 \|{{round\|19/71/1\|4}} {{round\|(19/71/1)^(1/2)\|4}} \|style="background:#FFC;"\|{{round\|(19/7*1/1)^(1/2)\|4}}{{efn\|name=50:50}}
style="font-style:italic;" !Gear Ratio \| \|{{font color\|red\|{{round
17/7\|4}}{{efn\|name=R:1}} $-\tfrac{17} {7}$ }} \| \|{{round\|19/7\|4}} $\tfrac{19}{7}$ \|{{font color\|red\|{{round\|3/2\|4}}{{efn\|name=1:2}} $\tfrac{3} {2}$ }} \|{{round\|1/1\|4}} $\tfrac{1}{1}$
Step \| \|{{font color\|red\|0.8947}}{{efn\|name=R:1}} \| !1.0000 \|style="background:#FFC;"\|{{font color\|red\|1.8095}}{{efn\|name=1:2}} \|style="background:#FFC;"\|1.5000
Δ Step{{efn\|name=LS}} \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DDF;"\| \|style="background:#DFD;"\|1.2063 \|style="background:#DDF;"\|
Speed \| \|{{font color\|red
1.1176}} \| !1.0000 \|1.8095 \|2.7143
Δ Speed \| \|{{font color\|red\|1.1176}} \| !1.0000 \|style="background:#DFD;"\|0.8095 \|style="background:#DFD;"\|0.9048
colspan=7 style="background:#AAF;"\|
style="font-style:italic;" !Ratio \| \| $-\tfrac{R_1} {S_1}$ \|colspan=2\| $\tfrac{S_1 (S_2+ R_2)+ R_1 S_2} {S_1 R_2}$ \| $\tfrac{S_2+ R_2} {R_2}$ \| $\tfrac{1} {1}$
colspan=7\|Algebra And Actuated Shift Elements
Brake A{{efn\|Blocks S₁}} \| \| \| \| \|❶ \|
Brake B{{efn\|Support link with freewheel · blocks S₁ in one direction}} \| \| \| \| \|❶ \|❶
Brake C{{efn\|Blocks C₁ (the planetary gear carrier 1)}} \| \|❶ \| \|❶ \| \|
Clutch D{{efn\|Couples S₁ with the turbine}} \| \| \| \|❶ \|❶ \|❶
Clutch E{{efn\|Couples R₂ with the turbine}} \| \|❶ \| \| \| \|❶
colspan="7" style="background:#AAF;"\|
colspan="7"\| {{notelist\|2\|group=efn}}
colspan="7" style="background:#AAF;"\|

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

|+Gear Ratios

!colspan=2|With Assessment

!colspan=2|Planetary Gearset:
Teeth{{efn|Layout

Input and output are on opposite sides
Planetary gearset 1 is on the input (turbine) side
Input shafts is, if actuated, S₁ or R₂
Output shaft is R₁}} Simpson

!Count

!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}}

!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=7 style="background:#AAF;"|

Model
Type

!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}}

!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 1) is always larger
and the upper half of the gear steps (between the large gears; rounded up, here the last 1) 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

!R
${i_R}$

!1
${i_1}$

!2
${i_2}$

!3
${i_3}$

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

! $-\tfrac{i_R} {i_1}$ {{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)}}}}

! $\tfrac{i_2} {i_3}$

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;"|

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

!style="background:#DDF;"|

Shaft
Speed

! $\tfrac{i_1} {i_R}$

! $\tfrac{i_1} {i_1}$

! $\tfrac{i_1} {i_2}$

! $\tfrac{i_1} {i_3}$

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)}}}}

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

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

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

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

colspan=7 style="background:#AAF;"|

3HP 22

||{{convert|320|Nm|lbft|0|abbr=on|lk=on}}
1963

|35
73

|3
2

|{{round|181/73*1/1|4}}
{{round|(181/73*1/1)^(1/2)|4}}

|style="background:#FFC;"|{{round|(181/73*1/1)^(1/2)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

73/35|4}}{{efn|name=R:1}}

-\tfrac{2} {1}

}}

|{{round|181/73|4}}
$\tfrac{181} {73}$

|{{font color|red|{{round|108/73|4}}{{efn|name=1:2}}
$\tfrac{108} {73}$ }}

|{{round|1/1|4}}
$\tfrac{1} {1}$

Step

|{{font color|red|0.8412}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.6759}}{{efn|name=1:2}}

|style="background:#FFC;"|1.4795

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DFD;"|1.1328

|style="background:#DDF;"|

Speed

|{{font color|red

1.1888}}

!1.0000

|1.6759

|2.4795

Δ Speed

|{{font color|red|1.1888}}

!1.0000

|style="background:#DFD;"|0.6759

|style="background:#DFD;"|0.8035

colspan=7 |

3HP 22

|Small Engines
1973

|35
73

|41
73

|3
2

|{{round|6983/2555*1/1|4}}
{{round|(6983/2555*1/1)^(1/2)|4}}

|style="background:#FFC;"|{{round|(6983/2555*1/1)^(1/2)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

73/35|4}}{{efn|name=R:1}}

-\tfrac{73} {35}

}}

|{{round|6983/2555|4}}
$\tfrac{6983}{2555}$

|{{font color|red|{{round|114/73|4}}{{efn|name=1:2}}
$\tfrac{114} {73}$ }}

|{{round|1/1|4}}
$\tfrac{1}{1}$

Step

|{{font color|red|0.7631}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.7501}}{{efn|name=1:2}}

|style="background:#FFC;"|1.5616

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DFD;"|1.1207

|style="background:#DDF;"|

Speed

|{{font color|red|-1.3103}}

!1.0000

|1.7501

|2.7331

Δ Speed

|{{font color|red|1.3103}}

!1.0000

|style="background:#DFD;"|0.7501

|style="background:#DFD;"|0.9829

colspan=7 |

3HP 22

|Porsche 944
1981

|28
68

|32
64

|3
2

|{{round|19/7*1/1|4}}
{{round|(19/7*1/1)^(1/2)|4}}

|style="background:#FFC;"|{{round|(19/7*1/1)^(1/2)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

17/7|4}}{{efn|name=R:1}}

-\tfrac{17} {7}

}}

|{{round|19/7|4}}
$\tfrac{19}{7}$

|{{font color|red|{{round|3/2|4}}{{efn|name=1:2}}
$\tfrac{3} {2}$ }}

|{{round|1/1|4}}
$\tfrac{1}{1}$

Step

|{{font color|red|0.8947}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.8095}}{{efn|name=1:2}}

|style="background:#FFC;"|1.5000

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DFD;"|1.2063

|style="background:#DDF;"|

Speed

|{{font color|red

1.1176}}

!1.0000

|1.8095

|2.7143

Δ Speed

|{{font color|red|1.1176}}

!1.0000

|style="background:#DFD;"|0.8095

|style="background:#DFD;"|0.9048

colspan=7 style="background:#AAF;"|

style="font-style:italic;"

!Ratio

| $-\tfrac{R_1} {S_1}$

|colspan=2| $\tfrac{S_1 (S_2+ R_2)+ R_1 S_2} {S_1 R_2}$

| $\tfrac{S_2+ R_2} {R_2}$

| $\tfrac{1} {1}$

colspan=7|Algebra And Actuated Shift Elements

Brake A{{efn|Blocks S₁}}

|❶

Brake B{{efn|Support link with freewheel · blocks S₁ in one direction}}

|❶

Brake C{{efn|Blocks C₁ (the planetary gear carrier 1)}}

|❶

Clutch D{{efn|Couples S₁ with the turbine}}

|❶

Clutch E{{efn|Couples R₂ with the turbine}}

|❶

colspan="7" style="background:#AAF;"|

colspan="7"| {{notelist|2|group=efn}}

colspan="7" style="background:#AAF;"|

References

3HP 22

ZF 3HP transmission

1963: 3HP 12 · Ravigneaux Planetary Gearset Types

=Introduction=

1973: 3HP 22 · Simpson Planetary Gearset Types

=Introduction=

See also

References