# Mercedes-Benz 5G-Tronic transmission

5G-Tronic is Mercedes-Benz's trademark name for its 5-speed automatic transmission, starting off with the W5A 580 and W5A 330 (Wandler-5-Gang-Automatik bis 580 oder 330 Nm Eingangsdrehmoment; converter-5-gear-automatic with 330 N⋅m (243 lb⋅ft) or 580 N⋅m (428 lb⋅ft) maximum input torque; type 722.6) as core models.
It replaced the older 4-speed 4G-Tronic transmission-family and its 5-speed derivative, and was replaced by the much more complex and costly 7-speed Mercedes-Benz 7G-Tronic (model W7A 700 · type 722.9) transmission with 11 main components introduced in 2003. Due to its high torque capacity (up to 1,000 N⋅m (738 lb⋅ft)) and lower cost, it was retained for turbocharged V12 engines, 4-cylinder applications and commercial vehicles for almost a decade. It is still being built for niche applications (e.g. Sprinter with petrol/CNG M111 engine, Jeep Wrangler, etc.).
Gear Ratios :
| GearModel | R 2 | R 1 | 1 | 2 | 3 | 4 | 5 | Total Span | Span Center | Avg. Step | Compo- nents |
| W5A 330 · 1996 | −1.899 | −3.100 | 3.932 | 2.408 | 1.486 | 1.000 | 0.830 | 4.735 | 1.807 | 1.475 | 3 Gearsets 3 Brakes 3 Clutches |
| W5A 580 · 1996 | −1.926 | −3.160 | 3.588 | 2.186 | 1.405 | 1.000 | 0.831 | 4.315 | 1.727 | 1.441 | 3 Gearsets 3 Brakes 3 Clutches |
| W5A 330 · 2004 | −1.930 | −3.147 | 3.951 | 2.423 | 1.486 | 1.000 | 0.833 | 4.742 | 1.814 | 1.476 | 3 Gearsets 3 Brakes 3 Clutches |
| W5A 580 · 2004 | −1.926 | −3.167 | 3.595 | 2.186 | 1.405 | 1.000 | 0.831 | 4.327 | 1.728 | 1.442 | 3 Gearsets 3 Brakes 3 Clutches |
* ↑ plus 2 reverse gears
* ↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

## Specifications
### Layout

The 5G-Tronic (model W5A 330 and W5A 580 · type 722.6) is an electronically shifted 5-speed overdrive automatic transmission with torque converter lock-up (typically in gears 3, 4 and 5) and 2-speed for reverse. In all applications this transmission is identified as the New Automatic Gearbox Generation One, or NAG1. Progress is reflected in 5 forward gears using 9 main components, compared to 5 forward gears with 11 main components in the direct predecessor. It is fully electronically controlled and equipped with a torque converter lock-up.

### Operating Modes
#### Winter/Summer (Standard) Mode

Activated by a toggle switch, Winter mode sets the gearbox to start off in 2nd gear, both in Drive and Reverse. This is designed to reduce wheelspin on icy surfaces. Also in "W" mode the transmission will shift at lower speeds. "S" mode is not sport but Sommer (German for summer) or Standard.
With Jaguar XJR applications the switch is labelled "Sport". In regular driving mode the gearbox starts off in 2nd gear, both in Drive and Reverse, and will only engage 1st gear when triggered via the kickdown switch (Drive only). While "Sport" mode is enabled the gearbox will always start off in 1st gear.

#### Speedshift (2001–)

Speedshift is a performance feature set for the Mercedes-Benz transmissions which includes manual mode and active downshifting. When cornering at high speed, the transmission maintains the same gear above a certain lateral acceleration level. It can also automatically downshift before overtaking.
It was first used in 2001 Mercedes-Benz C 32 AMG and 2001 Mercedes-Benz SLK 32 AMG.

#### AMG Speedshift (2002–)

A version with mechanical lock-up of the torque converter from first gear and steering-wheel-mounted shifter. AMG Speedshift is also used in 7G-Tronic transmission.
It was first used in 2002 Mercedes-Benz E 55 AMG, S 55 AMG, C55, CL 55 AMG.

#### AMG Speedshift R

A version used in Mercedes-Benz SLR McLaren. It includes three manual modes.
* ↑ plus 2 reverse gears
* ↑ plus 1 reverse gear
Gear Ratios :
| With Assessment | With Assessment | Planetary Gearset: Teeth | Planetary Gearset: Teeth | Planetary Gearset: Teeth | Count | Total Center | Avg. |
| Model Type | Version First Delivery | S$_1$ R$_1$ | S$_2$ R$_2$ | S$_3$ R$_3$ | Brakes Clutches | Ratio Span | Gear Step |
| Gear Ratio | R 2 ${i_{R2}}$ | R 1 ${i_{R1}}$ | 1 ${i_{1}}$ | 2 ${i_{2}}$ | 3 ${i_{3}}$ | 4 ${i_{4}}$ | 5 ${i_{5}}$ |
| Step | ${\tfrac {i_{R1}}{i_{R2}}}$ | $-{\tfrac {i_{R}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{4}}{i_{5}}}$ |
| Δ Step | | | | ${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ | |
| Shaft Speed | ${\tfrac {i_{1}}{i_{R2}}}$ | ${\tfrac {i_{1}}{i_{R1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{5}}}$ |
| Δ Shaft Speed | ${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$ | $0-{\tfrac {i_{1}}{i_{R1}}}$ | ${\tfrac {i_{1}}{i_{1}}}-0$ | ${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ |
| W5A 280 722.6 | 280 N⋅m (207 lb⋅ft) 1996 | 50 79 | 34 70 | 54 87 | 3 3 | 4.7345 1.8070 | 1.4751 |
| Ratio | −1.8986 | −3.1002 | 3.9319 | 2.4079 | 1.4857 | 1.0000 | 0.8305 |
| W5A 300 722.6 | 300 N⋅m (221 lb⋅ft) 1996 | 50 79 | 34 70 | 54 87 | 3 3 | 4.7345 1.8070 | 1.4751 |
| Ratio | −1.8986 | −3.1002 | 3.9319 | 2.4079 | 1.4857 | 1.0000 | 0.8305 |
| W5A 330 722.6 | 330 N⋅m (243 lb⋅ft) 1996 | 50 79 | 34 70 | 54 87 | 3 3 | 4.7345 1.8070 | 1.4751 |
| Gear Ratio | −1.8986 $-{\tfrac {966}{493}}$ | −3.1002 $-{\tfrac {120,744}{38,947}}$ | 3.9319 ${\tfrac {315,276}{80,185}}$ | 2.4079 ${\tfrac {2,444}{1,015}}$ | 1.4857 ${\tfrac {52}{35}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8305 ${\tfrac {60,372}{72,697}}$ |
| Step | 1.6329 | 0.7885 | 1.0000 | 1.6329 | 1.6207 | 1.4857 | 1.2042 |
| Δ Step | | | | 1.0075 | 1.0908 | 1.2338 | |
| Speed | –2.0709 | -1.2683 | 1.0000 | 1.6329 | 2.6464 | 3.9319 | 4.7345 |
| Δ Speed | 0.8027 | 1.2683 | 1.0000 | 0.6329 | 1.0135 | 1.2854 | 0.8027 |
| W5A 400 722.6 | 400 N⋅m (295 lb⋅ft) 1996 | 50 78 | 30 74 | 50 90 | 3 3 | 4.3152 1.7270 | 1.4413 |
| Ratio | −1.9259 | −3.1605 | 3.5876 | 2.1862 | 1.4054 | 1.0000 | 0.8314 |
| W5A 580 722.6 | 580 N⋅m (428 lb⋅ft) 1996 | 50 78 | 30 74 | 50 90 | 3 3 | 4.3152 1.7270 | 1.4413 |
| Gear Ratio | −1.9259 $-{\tfrac {52}{27}}$ | −3.1605 $-{\tfrac {256}{81}}$ | 3.5876 ${\tfrac {3,584}{999}}$ | 2.1862 ${\tfrac {728}{333}}$ | 1.4054 ${\tfrac {52}{37}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8314 ${\tfrac {3,328}{4,003}}$ |
| Step | 1.6410 | 0.8810 | 1.0000 | 1.6410 | 1.5556 | 1.4054 | 1.2028 |
| Δ Step | | | | 1.0549 | 1.1068 | 1.1684 | |
| Speed | –1.8628 | -1.1351 | 1.0000 | 1.6410 | 2.5527 | 3.5876 | 4.3152 |
| Δ Speed | 0.7277 | 1.1351 | 1.0000 | 0.6410 | 0.9117 | !1.0349 | 0.7277 |
| W5A 900 722.6 | 900 N⋅m (664 lb⋅ft) 1996 | 50 78 | 30 74 | 50 90 | 3 3 | 4.3152 1.7270 | 1.4413 |
| Ratio | −1.9259 | −3.1605 | 3.5876 | 2.1862 | 1.4054 | 1.0000 | 0.8314 |
| W5A 330 722.6 | 330 N⋅m (243 lb⋅ft) Chrysler · 2004 | 58 92 | 34 70 | 65 103 | 3 3 | 4.7425 1.8143 | 1.4757 |
| Gear Ratio | −1.9303 $-{\tfrac {3,380}{1,751}}$ | −3.1473 $-{\tfrac {126,750}{40,273}}$ | 3.9510 ${\tfrac {9,360}{2,369}}$ | 2.4233 ${\tfrac {1,248}{515}}$ | 1.4857 ${\tfrac {52}{35}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8331 ${\tfrac {253,500}{304,279}}$ |
| Step | 1.6304 | 0.7966 | 1.0000 | 1.6304 | 1.6311 | 1.4857 | 1.2003 |
| Δ Step | | | | 0.9996 | 1.0978 | 1.2378 | |
| Speed | –2.0709 | -1.2683 | 1.0000 | 1.6329 | 2.6464 | 3.9319 | 4.7345 |
| Δ Speed | 0.8027 | 1.2683 | 1.0000 | 0.6329 | 1.0135 | 1.2854 | 0.8027 |
| W5A 580 722.6 | 580 N⋅m (428 lb⋅ft) Chrysler · 2004 | 58 90 | 30 74 | 60 108 | 3 3 | 4.3266 1.7284 | 1.4422 |
| Gear Ratio | −1.9259 $-{\tfrac {52}{27}}$ | −3.1671 $-{\tfrac {3,848}{1,215}}$ | 3.5951 ${\tfrac {1,456}{405}}$ | 2.1862 ${\tfrac {728}{333}}$ | 1.4054 ${\tfrac {52}{37}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8309 ${\tfrac {3,848}{4,631}}$ |
| Step | 1.6444 | 0.8810 | 1.0000 | 1.6444 | 1.5556 | 1.4054 | 1.2035 |
| Δ Step | | | | 1.0571 | 1.1068 | 1.1678 | |
| Speed | –1.8667 | -1.1351 | 1.0000 | 1.6444 | 2.5580 | 3.5951 | 4.3266 |
| Δ Speed | 0.7315 | 1.1351 | 1.0000 | 0.6444 | 0.9136 | 1.0370 | 0.7315 |
| Ratio R & Even | $i_{R2}=-{\tfrac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$ | $i_{R2}=-{\tfrac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$ | | $i_{2}={\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$ | $i_{2}={\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$ | $i_{4}={\tfrac {1}{1}}$ | |
| Ratio R & Odd | $i_{R1}=-{\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$ | $i_{R1}=-{\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$ | ${\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$ | ${\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$ | ${\tfrac {S_{2}+R_{2}}{R_{2}}}$ | ${\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$ | ${\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$ |
| Algebra And Actuated Shift Elements ||||||||
| Brake 1 | | ❶ | ❶ | | | | ❶ |
| Brake 2 | | | ❶ | ❶ | ❶ | | |
| Brake BR | ❶ | ❶ | | | | | |
| Clutch 1 | ❶ | | | ❶ | ❶ | ❶ | |
| Clutch 2 | | | | | ❶ | ❶ | ❶ |
| Clutch 3 | ❶ | ❶ | ❶ | ❶ | | ❶ | ❶ |
| ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R$_1$ and, if actuated, R$_2$ Output shaft is C$_2$ (planetary gear carrier of gearset 3) ↑ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ↑ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ↑ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ↑ Sun 1: sun gear of gearset 1 ↑ Ring 1: ring gear of gearset 1 ↑ Sun 2: sun gear of gearset 2 ↑ Ring 2: ring gear of gearset 2 ↑ Sun 3: sun gear of gearset 3 ↑ Ring 3: ring gear of gearset 3 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) 1 2 3 4 5 6 7 8 9 10 11 12 13 Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ↑ Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) 1 2 3 4 5 From large to small gears (from right to left) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) 1 2 3 4 5 6 7 8 9 10 11 12 13 Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ↑ for Vans: Vito · Sprinter · Vario ↑ for SUV with 6 cylinder engines ↑ for passenger cars with 4, 5 and 6 cylinder engines ↑ for SUV with 8 cylinder engines ↑ for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines ↑ for cars with 8 and 12 cylinder turbocharged engines ↑ for cars from Chrysler with 6 cylinder engines ↑ for cars from Chrysler with 8 cylinder engines ↑ Permanently coupled elements C$_1$ (carrier 1) and R$_3$ R$_2$ and C$_3$ (carrier 3) ↑ Blocks S$_1$ ↑ Blocks S$_2$ ↑ Blocks R$_2$ and C$_3$ (carrier 3) ↑ Couples S$_1$ with C$_1$ (carrier 1) ↑ Couples R$_2$ with the turbine ↑ Couples S$_2$ with S$_3$ ||||||||

## Applications
### Mercedes models
#### Mercedes S-Class

* 1996–1998 Mercedes-Benz W140
* 1999–2005 Mercedes-Benz W220
* 2006–2013 Mercedes-Benz W221 (V12 models only)

#### Mercedes CL

* 1996–1998 Mercedes-Benz C140
* 2000–2006 Mercedes-Benz C215
* 2007–2014 Mercedes-Benz C216 (V12 Models only)

#### Mercedes CLS

* 2004–2006 Mercedes-Benz C219

#### Mercedes E-Class

* 1996–2002 Mercedes-Benz W210 (all models except some early 1996 cars)
* 2002–2006 Mercedes-Benz W211 (all models except 2004-2006 RWD E 500)
* 2007–2009 Mercedes-Benz W211 (4-cyl and 4-matic only)
* 2009–2011 Mercedes-Benz W212 (4-cyl models only)

#### Mercedes C-Class

* 1996–2000 Mercedes-Benz W202
* 2001–2005 Mercedes-Benz W203 (all models)
* 2006–2007 Mercedes-Benz W203 (4-cyl and 4-matic models only)
* 2007–2011 Mercedes-Benz W204 (4-cyl models only)

#### Mercedes CLK

* 1998–2002 Mercedes-Benz C208
* 2003–2005 Mercedes-Benz C209 (all models except 2005 CLK 500)
* 2006–2009 Mercedes-Benz C209 (4-cyl and CLK 55 AMG only)

#### Mercedes ML

* 1998–2005 Mercedes-Benz W163

#### Mercedes G-Class

* 1996–2006 Mercedes-Benz W463 (all models)
* 2007–2012 Mercedes-Benz W463 (G 55 AMG only)

#### Mercedes SLK

* 1997–2003 Mercedes-Benz R170
* 2004–2010 Mercedes-Benz R171 (4-cyl models only)

#### Mercedes SL

* 1996–2001 Mercedes-Benz R129
* 2001–2004 Mercedes-Benz R230 (all models)
* 2005–2006 Mercedes-Benz R230 (all models except SL 500)
* 2007–2011 Mercedes-Benz R230 (SL 55 AMG and V12 models only)

#### Mercedes SLR

* 2005–2009 Mercedes-Benz W199

#### Maybach

* 2002–2013 Maybach 57 and 62

### Non Mercedes-Benz models
#### Jeep

* 2002–2013 Jeep Grand Cherokee (02-04 WG Diesel W5J400, 05-10 WK V6, WK 6.1 SRT V8, WH V6 3.0 Diesel export only Steyr W5A580)
* 2006–2010 Jeep Commander XK (3.7 gas) XH (3.0 diesel - export)
* 2012–2018 Jeep Wrangler (JK)
* Jeep Liberty (KK) (W5A580)

#### Dodge

* 2005–2008 Dodge Magnum (AWD, RT, SRT8 only)
* 2006–2014 Dodge Charger (2006-14 R/T, SRT8; 5.7, 6.1L, & 6.4) (2006-2007 3.5L V6 HO)
* 2006–2020 Dodge Charger Pursuit
* 2007–2011 Dodge Nitro (4.0L and 2,8 diesel)
* 2009–2014 Dodge Challenger
* 2011–2012 Dodge Durango (V6 Models only)
* 2003–2006 Dodge Sprinter Vans ( N. America)

#### Chrysler

* 2004–2008 Chrysler Crossfire, all models
* 2005–2014 Chrysler 300

#### Lancia

* 2011–2014 Lancia Thema

#### Jaguar

* 1998–2003 Jaguar X308 (Supercharged models only)
* 1998–2002 Jaguar XK (X100) (Supercharged models only)

#### SsangYong

* 1997–2014 SsangYong Chairman H
* 2001–2017 SsangYong Rexton
* 2004–2019 SsangYong Rodius
* 2005–2014 SsangYong Kyron
* 2014–2018 SsangYong Actyon

#### Porsche

* 2001–2010 Porsche 996.2 and 997.1 Carrera and Turbo

#### Freightliner

* 2001–2007 Freightliner Sprinter Vans (USA)