# List of Daimler AG transmissions

Daimler AG (today: Mercedes-Benz Group AG) is a German car manufacturing company. It manufactures its own automobile transmissions and only purchases from suppliers in individual cases. They may be used in passenger cars and SUVs, or light commercial vehicles such as vans and light trucks.
Basically there are two types of motor vehicle transmissions:
* Manual – the driver has to perform each gear change using a manually operated clutch
* Automatic – once placed in drive (or any other 'automatic' selector position), it automatically selects the gear ratio dependent on engine speed and load
Basically there are two types of engine installation:
* In the longitudinal direction, the gearbox is usually designed separately from the final drive (including the differential). The transaxle configuration combines the gearbox and final drive in one housing and is only built in individual cases
* In the transverse direction, the gearbox and final drive are very often combined in one housing due to the much more restricted space available
Every type of transmission occurs in every type of installation.

## Mercedes-Benz Manual Transmissions

For manual transmissions G for gearbox and two digits are used. See G56 — 6-speed manual as an example. In 2019, Daimler AG discontinued the production of manual transmissions.

## Mercedes-Benz Automatic Transmissions

Mercedes-Benz uses the number "720" to currently "725" to identify automatic, dual-clutch (DCT), Continuously variable (CVT), and automated manual transmissions (AMT).
3‑ to 9‑Speed :
| Trade- mark Name | Model | Type | Version | Pro- duction Period | Engine Orien- tation | Gear Ratios | Gear Ratios | Gear Ratios | Layout | Layout | Layout | Layout | Cou- pling | Control | Mount |
| Trade- mark Name | Model | Type | Version | Pro- duction Period | Engine Orien- tation | 1st Top | Count Span | Step Center | Power Flow | Gear- sets | Brakes | Clutch- es | Cou- pling | Control | Mount |
| N/A | K4A 025 | N/A | 25 kg⋅m (181 lb⋅ft) | 1961 – 1967 | Longitudinal | 3.9789 1.0000 | 4 3.9789 | 1.5846 1.9947 | S | 2 | 3 | 3 | Fluid Coupling | Hydraulic | 4-Bolt |
| N/A | K4B 050 | N/A | 51 kg⋅m (369 lb⋅ft) | 1964 – 1981 | Longitudinal | 3.9789 1.0000 | 4 3.9789 | 1.5846 1.9947 | S | 3 | 3 | 2 | Fluid Coupling | Hydraulic | 4-Bolt |
| N/A | K4C 025 | 722.2 | 25 kg⋅m (181 lb⋅ft) | 1967 – 1972 | Longitudinal | 3.9833 1.0000 | 4 3.9833 | 1.5852 1.9958 | S | 3 | 3 | 2 | Fluid Coupling | Hydraulic | 4-Bolt |
| N/A | K4A 040 | 722.2 | 40 kg⋅m (289 lb⋅ft) | 1969 – 1971 | Longitudinal | 3.9833 1.0000 | 4 3.9833 | 1.5852 1.9958 | S | 3 | 3 | 2 | Fluid Coupling | Hydraulic | 4-Bolt |
| N/A | W3A 040 | 722.0 | 40 kg⋅m (289 lb⋅ft) | 1971 – 1972 | Longitudinal | 2.3061 1.0000 | 3 2.3061 | 1.5186 1.5186 | S | 2 | 3 | 2 | Torque Converter | Hydraulic | 4-Bolt |
| N/A | W3A 050 | 722.0 | 50 kg⋅m (362 lb⋅ft) | 1973 – 1980 | Longitudinal | 2.3061 1.0000 | 3 2.3061 | 1.5186 1.5186 | S | 2 | 3 | 2 | Torque Converter | Hydraulic | 4-Bolt |
| N/A | W3A 050 reinf. | 722.0 | 56 kg⋅m (405 lb⋅ft) | 1975 – 1981 | Longitudinal | 2.3061 1.0000 | 3 2.3061 | 1.5186 1.5186 | S | 2 | 3 | 2 | Torque Converter | Hydraulic | 4-Bolt |
| N/A | W4B 025 | 722.1 | 25 kg⋅m (181 lb⋅ft) | 1972 – 1983 | Longitudinal | 3.9833 1.0000 | 4 3.9833 | 1.5852 1.9958 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | 4-Bolt |
| N/A | W4A 018 | 720.1 | 18 kg⋅m (130 lb⋅ft) | 1975 – 1990 | Longitudinal | 4.0060 1.0000 | 4 4.0060 | 1.5882 2.0015 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | |
| N/A | W4B 035 | TBD | 35 kg⋅m (253 lb⋅ft) | 1975 – | Longitudinal | 4.1758 1.0000 | 4 4.1758 | 1.6103 2.0435 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | |
| 4G-Tronic | W4A 040 | 722.3 | 40 kg⋅m (289 lb⋅ft) | 1979 – 1985 | Longitudinal | 3.6759 1.0000 | 4 3.6759 | 1.5433 1.9173 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | 6-Bolt |
| 4G-Tronic | W4A 020 | 722.4 | 20 kg⋅m (145 lb⋅ft) | 1982 – 1996 | Longitudinal | 4.2491 1.0000 | 4 4.2491 | 1.6197 2.0613 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | 6-Bolt |
| 4G-Tronic | W4A 040 II | 722.3 | 40 kg⋅m (289 lb⋅ft) | 1985 – 1996 | Longitudinal | 3.8707 1.0000 | 4 3.8707 | 1.5701 1.9674 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | 6-Bolt |
| 4G-Tronic | W4A 028 | 722.3 | 28 kg⋅m (203 lb⋅ft) | 1990 – 1996 | Longitudinal | 3.8707 1.0000 | 4 3.8707 | 1.5701 1.9674 | S | 3 | 3 | 2 | Torque Converter | Hydraulic | 6-Bolt |
| 4G-Tronic | W5A 030 | 722.5 | 30 kg⋅m (217 lb⋅ft) | 1990 – 1996 | Longitudinal | 3.8707 0.7500 | 4 5.1609 | 1.5072 1.7038 | S | 4 | 4 | 3 | Torque Converter | H + E | 6-Bolt |
| 5G-Tronic | W5A 280 | 722.6 NAG1 | 280 N⋅m (207 lb⋅ft) | TBD | Longitudinal | 3.9319 0.8305 | 5 4.7345 | 1.4751 1.8070 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G-Tronic | W5A 300 | 722.6 NAG1 | 300 N⋅m (221 lb⋅ft) | TBD | Longitudinal | 3.9319 0.8305 | 5 4.7345 | 1.4751 1.8070 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G-Tronic | W5A 330 | 722.6 NAG1 | 330 N⋅m (243 lb⋅ft) | 1996 – 2016 | Longitudinal | 3.9319 0.8305 | 5 4.7345 | 1.4751 1.8070 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G-Tronic | W5A 400 | 722.6 NAG1 | 400 N⋅m (295 lb⋅ft) | TBD | Longitudinal | 3.5876 0.8314 | 5 4.3152 | 1.4413 1.7270 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G- Tronic | W5A 580 | 722.6 NAG1 | 580 N⋅m (428 lb⋅ft) | 1996 – 2014 | Longitudinal | 3.5876 0.8314 | 5 4.3152 | 1.4413 1.7270 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G- Tronic | W5A 900 | 722.6 NAG1 | 900 N⋅m (664 lb⋅ft) | 1996 – 2014 | Longitudinal | 3.5876 0.8314 | 5 4.3152 | 1.4413 1.7270 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G-Tronic | W5A 330 | 722.6 NAG1 | 330 N⋅m (243 lb⋅ft) | 2004 – 2018 | Longitudinal | 3.9510 0.8331 | 5 4.7425 | 1.4757 1.8143 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G- Tronic | W5A 580 | 722.6 NAG1 | 580 N⋅m (428 lb⋅ft) | 2004 – 2018 | Longitudinal | 3.5951 0.8309 | 5 4.3266 | 1.4422 1.7284 | P & S | 3 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 5G- Tronic | W5A 180 | 722.7 | 180 N⋅m (133 lb⋅ft) | 1997 – 2020 | Transverse | 3.625 0.721 | 5 5.028 | 1.497 1.617 | S | 5 | 0 | 6 | Torque Converter w/ Lockup | Electronic | |
| 7G- Tronic | W7A 700 | 722.9 NAG2 | 700 N⋅m (516 lb⋅ft) | 2003 – 2020 | Longitudinal | 4.3772 0.7276 | 7 6.0162 | 1.3486 1.7846 | P & S | 4 | 4 | 3 | Torque Converter w/ Lockup | Electronic | |
| Auto- tronic | Temic VGS | 722.8 | 300 N⋅m (221 lb⋅ft) | 2004 – 2011 | Transverse | 2.72 0.42 | ∞ (CVT) 6.476 | 1.000 (CVT) 1.069 | S | 1 | — | — | Torque Converter w/ Lockup | Electronic | |
| AMG SpeedShift DCT | TBD | 700.4 | 800 N⋅m (590 lb⋅ft) | 2009 – | Longitudinal Transaxle | 3.67 0.72 | 7 5.097 | 1.312 1.626 | S | 7 | 0 | 7 | Dual- Clutch | Electronic | |
| 7G-DCT | TBD | 724.0 | 350 N⋅m (258 lb⋅ft) | 2011 – | Transverse | 3.857 0.48 | 7 8.035 | 1.415 1.361 | S | 7 | 0 | 7 | Dual- Clutch | Electronic | |
| 9G- Tronic | W9A 700 | 725.0 NAG3 | 700 N⋅m (516 lb⋅ft) | 2013 – 2016 | Longitudinal | 5.5032 0.6015 | 9 9.1495 | 1.3188 1.8194 | P & S | 4 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 9G- Tronic | W9A 700 | 725.0 NAG3 | 700 N⋅m (516 lb⋅ft) | 2016 – Present | Longitudinal | 5.3545 0.6015 | 9 8.9022 | 1.3143 1.7946 | P & S | 4 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| 8G-DCT | TBD | 724.1 | 520 N⋅m (384 lb⋅ft) | 2019 – | Transverse | 4.257 0.48 | 8 8.869 | 1.366 1.429 | S | 8 | 0 | 8 | Dual- Clutch | Electronic | |
| Automatic Transmissions With Components For Hybrid Drive Integrated ||||||||||||||||
| 9G- Tronic | W9A 700 | 725.1 NAG3 | 700 N⋅m (516 lb⋅ft) | 2020 – Present | Longitudinal | 5.3545 0.6015 | 9 8.9022 | 1.3143 1.7946 | P & S | 4 | 3 | 3 | Torque Converter w/ Lockup | Electronic | |
| ↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ↑ plus 1 reverse gear (unless otherwise specified) ↑ 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 ↑ 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 ↑ 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 ↑ P: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears · S: serial ↑ Epicyclic gearing (unless otherwise specified) ↑ for the 6.3 L V8-engine M100 of the 600 and [ [Mercedes-Benz 300 SEL 6.3 ↑ for the 6.8 L V8-engine M100 of the 450 SEL 6.9 ↑ for light duty trucks up to 5,600 kg (12,350 lb) ↑ for medium duty trucks up to 11,000 kg (24,250 lb) 1 2 3 4 5 unofficial name given to the transmission by car enthusiasts ↑ Reverse gear and gears 1 – 4: Hydraulic · Gear 5 (Overdrive): Electronic ↑ for Vans: Vito · Sprinter · Vario 1 2 3 4 5 6 7 8 First New Automatic Gearbox Generation introducing the all new combined parallel and serial power flow 1 2 3 4 5 6 7 8 9 plus 2 reverse gears ↑ 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 ↑ AMT · Automated Manual Transmission 1 2 3 4 helical gear ↑ Second New Automatic Gearbox Generation with parallel and serial power flow 1 2 3 4 different variants with an input capacity up to 1,000 N⋅m (738 lb⋅ft) 1 2 3 DCT · Dual-Clutch Transmission ↑ this robotic gearbox is only a modification of the Italian Getrag 7DCL 750 gearbox 1 2 3 Third New Automatic Gearbox Generation with parallel and serial power flow ||||||||||||||||