Engineering:ZF 8HP transmission

ZF 8HP
ZF 8HP
	Automatic Transmission 8HP 70
Overview
Manufacturer	ZF Friedrichshafen
Production	2008–present
Body and chassis
Class	8-speed longitudinal automatic transmission
Related	GM 8L · Aisin-Toyota 8-speed · MB 9G-Tronic · ZF 9HP
Chronology
Predecessor	ZF 6HP

Short description: Motor vehicle automatic transmission models

8HP is ZF Friedrichshafen AG's trademark name for its 8-speed automatic transmission models with hydraulic converter and planetary gearsets for longitudinal engine applications. The 8HP is the first transmission to use this 8-speed gearset concept. In the meantime it has become the new benchmark for automatic transmissions.

The GM 8L transmission is based on the same globally patented gearset concept. While fully retaining the gearset logic, it differs from this only in the patented^[1] arrangement of the components with gearsets 1 and 3 swapped.^[2]

Key data

Gear ratios^{[lower-alpha 1]}
Model	Gear									Total Span			Avg. Step	Components		Nomenclature
Model	R	1	2	3	4	5	6	7	8	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	Total	per Gear^{[lower-alpha 2]}	Gears Count	Cou- pling	Gear- sets	Maximum Input Torque

2008: Pilot series														4 Gearsets 2 Brakes 3 Clutches	1.125	8^{[lower-alpha 2]}	H^{[lower-alpha 3]}	P^{[lower-alpha 4]}	2008
8HP 70^{[lower-alpha 5]}	−3.297	4.696	3.130	2.104	1.667	1.285	1.000	0.839	0.667	7.043	4.945	1.769	1.322						700 N⋅m (516 lb⋅ft)
2010: 1st generation																			2010
8HP 30/I · 8HP 45	−3.295	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	4.943	1.773	1.322						300 N⋅m (221 lb⋅ft) · 450 N⋅m (332 lb⋅ft)
8HP 55 · 8HP 70 8HP 65 · 8HP 90	−3.317	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	4.975	1.773	1.322						650 N⋅m (479 lb⋅ft) · 650 N⋅m (479 lb⋅ft) 700 N⋅m (516 lb⋅ft) · 900 N⋅m (664 lb⋅ft)
2014: 2nd generation																			2014
8HP 75/I	−3.317	4.714	3.143	2.106	1.667	1.285	1.000	0.839	0.667	7.071	4.975	1.773	1.322						740 N⋅m (546 lb⋅ft)^[3]
8HP 30/II · 8HP 50	−3.456	5.000	3.200	2.143	1.720	1.314	1.000	0.822	0.640	7.813	5.400	1.789	1.341						300 N⋅m (221 lb⋅ft)^[3] · 500 N⋅m (369 lb⋅ft)^[3]
8HP 75/II · 8HP 95	−3.478	5.000	3.200	2.143	1.720	1.313	1.000	0.823	0.640	7.813	5.435	1.789	1.341						740 N⋅m (546 lb⋅ft)^[3] · 900 N⋅m (664 lb⋅ft)
2018: 3rd generation																			2018
8HP 76/I	−3.478	5.000	3.200	2.143	1.720	1.313	1.000	0.823	0.640	7.813	5.435	1.789	1.341						760 N⋅m (561 lb⋅ft)
8HP 30/III · 8HP 51	−3.712	5.250	3.360	2.172	1.720	1.316	1.000	0.822	0.640	8.203	5.800	1.833	1.351						300 N⋅m (221 lb⋅ft) · 500 N⋅m (369 lb⋅ft)
8HP 76/II	−3.993	5.500	3.520	2.200	1.720	1.317	1.000	0.823	0.640	8.594	6.239	1.876	1.360						760 N⋅m (561 lb⋅ft)
2022: 4th generation																			2022
8HP 100	−3.968	5.000	3.200	2.143	1.720	1.297	1.000	0.833	0.640	7.813	6.200	1.789	1.341						1,000 N⋅m (738 lb⋅ft)^[4]
8HP 80	−4.544	5.500	3.520	2.200	1.720	1.301	1.000	0.833	0.640	8.594	7.100	1.876	1.360						800 N⋅m (590 lb⋅ft)^[4]
2016: Racing cars																	2016
8P 45R	TBD	TBD	TBD	TBD	TBD	TBD	1.000	TBD	TBD	4.200	TBD	TBD	1.228				—	P^{[lower-alpha 4]}	450 N⋅m (332 lb⋅ft) – 1,050 N⋅m (774 lb⋅ft)^[5]
2017: Commercial vehicles																	2017
8AP 600 T · 8AP 1000 T 8AP 800 T · 8AP 1200 T	−4.250	4.889	3.123	2.033	1.639	1.254	1.000	0.840	0.639	7.652	6.652	1.767	1.337				A^{[lower-alpha 6]}	P^{[lower-alpha 7]}	600 N⋅m (443 lb⋅ft) – 800 N⋅m (590 lb⋅ft) 1,000 N⋅m (738 lb⋅ft) – 1,200 N⋅m (885 lb⋅ft)^{[lower-alpha 8]}
8AP 1200 S	−3.757	4.889	3.123	2.033	1.639	1.268	1.000	0.830	0.639	7.652	5.880	1.767	1.337				A^{[lower-alpha 6]}	P^{[lower-alpha 7]}	1,200 N⋅m (885 lb⋅ft)^{[lower-alpha 8]}

↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ↑ ^2.0 ^2.1 Forward gears only ↑ Hydraulic torque converter · German: Hydraulischer Wandler oder Drehmomentwandler ↑ ^4.0 ^4.1 Planetary gearing · German: Planetenradsätze ↑ w/o generation designation ↑ Automatic ↑ Powershift ↑ ^8.0 ^8.1 higher torque on demand^[6]

History

Designed and first built by ZF's subsidiary in Saarbrücken, Germany, it first was introduced in 2008 on the BMW 7 Series (F01) 760Li sedan fitted with the V12 engine. BMW remains a major customer for the transmission. It is now in its fourth generation and has been adopted by more than 20 brands from BMW to Ram; by 2023 over 15 million units has been produced.^[7]

Another major customer is Stellantis, who both received a license to produce the transmission and set up a joint-venture plant with ZF. Stellantis has built the transmission at its Kokomo Transmission plant since 2013 under their own brand name, the Torqueflite 8.^[8]^[9] The joint venture plant in Gray Court, South Carolina opened in 2012.^[10]

Specifications

2008: Pilot series

The 8HP 70 transmission with the gearset 4 in 23-85-teeth-configuration was the pilot series and therefore without generation designation. It was first used in the BMW 7 Series (F01) 760Li, has a torque handling limit of 700 N⋅m (516 lb⋅ft), and weighs 87 kg (192 lb).^[11]

2010: 1st generation

In addition to the rear-wheel drive variant, two different four-wheel drive versions were available, with a version destined for Volkswagen Group applications using a Torsen centre differential.^[12] It is able to encompass a torque range from 300 N⋅m (221 lb⋅ft) to 1,000 N⋅m (738 lb⋅ft), and is available for use in middle-class cars through to large luxury sport utility vehicles.^[12]

Since gearset 4 meshes in almost all gears up to and including 5th gear, large gear wheels are advantageous for durability. As the very high ratio 1st gear is formed exclusively by gearset 4, its sun gear is unusually small. For this reason, this gearset was enlarged by over 20% when the 1st generation was introduced, even if this advantage had to be given up again immediately when the 2nd generation was introduced in order to increase the total span.

2014: 2nd generation

Efficiency improvements over the pilot design and the first generation include a wider ratio span of 7.81, reduced drag torque from the shift elements, reduction in required oil pump pressure, and broadened use of the coasting and start-stop systems.^[13] ZF estimated fuel economy improvement over first generation to be 3%. Refinements were also made with respect to vibration.

2018: 3rd generation

Major improvements are total span of 8.59 and a fuel economy improvement of 2.5% compared to the second generation. There are several options in maximum torque available, also the gearbox is available with mild hybrid and plug in hybrid options: With 15 kW (20 hp) and 200 N⋅m (148 lb⋅ft) supporting boosting and recuperation in combination with 48 Volt technology up to 90 kW (121 hp) and 250 N⋅m (184 lb⋅ft) for usage with higher voltage.^[14]

2022: 4th generation

Major improvement is the transition to a versatile modular system that allows vehicle manufacturers to comprehensively and flexibly electrify their models as required. Plug-in Hybrid options with up to 160 kW (215 hp) and 280 N⋅m (207 lb⋅ft) are capable of saving up to 70% of carbon emissions compared with a purely conventional variant of the 8HP according to the Worldwide Harmonised Light Vehicles Test Procedure (WLTP).^[4] In addition, a modification to gearset 3 increased the reverse gear ratio, making it less disadvantageous. With this gearset concept, the already disadvantageously large step from 7th to 8th gear is further increased, albeit only slightly.

Planetary gearset concept

Improved fuel economy

The main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding), which is a decisive factor in improving energy efficiency and thus reducing fuel consumption. In addition, the lower engine speed level improves the noise-vibration-harshness comfort and the exterior noise is reduced. Compared to the 6-speed ZF 6HP transmission it uses 12% less fuel, and 14% less than a 5-speed transmission.^[15]^[16] Due to changes in internal design, the shift times have reduced to 0.2 seconds.

Reduced manufacturing complexity

In order to avoid a further increase in manufacturing complexity while expanding the number of gear ratios, ZF switched from the conventional design method—in which the planetary gearset concept was limited to a purely serial or in-line power flow—to a more modern design method that utilizes a planetary gearset concept with combined parallel and serial power flow. This was only possible thanks to computer-aided design and has resulted in a globally patented gearset concept. The resulting progress is reflected in a better ratio of the number of gears to the number of components used compared to existing layouts. The 8HP has become the new reference standard (benchmark) for automatic transmissions.

Planetary gearset concept: manufacturing complexity^{[lower-alpha 1]}
With Assessment	Output: Gear Ratios	Innovation Elasticity^{[lower-alpha 2]} Δ Output : Δ Input	Input: Main Components
With Assessment	Output: Gear Ratios	Innovation Elasticity^{[lower-alpha 2]} Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

8HP Ref. Object	$n_{O 1}$ $n_{O 2}$	Topic^{[lower-alpha 2]}	$n_{I} = n_{G} +$ $n_{B} + n_{C}$	$n_{G 1}$ $n_{G 2}$	$n_{B 1}$ $n_{B 2}$	$n_{C 1}$ $n_{C 2}$
Δ Number	$n_{O 1} - n_{O 2}$	Topic^{[lower-alpha 2]}	$n_{I 1} - n_{I 2}$	$n_{G 1} - n_{G 2}$	$n_{B 1} - n_{B 2}$	$n_{C 1} - n_{C 2}$
Relative Δ	Δ Output $\frac{n_{O 1} - n_{O 2}}{n_{O 2}}$	$\frac{n_{O 1} - n_{O 2}}{n_{O 2}} : \frac{n_{I 1} - n_{I 2}}{n_{I 2}}$ $= \frac{n_{O 1} - n_{O 2}}{n_{O 2}} \cdot \frac{n_{I 2}}{n_{I 1} - n_{I 2}}$	Δ Input $\frac{n_{I 1} - n_{I 2}}{n_{I 2}}$	$\frac{n_{G 1} - n_{G 2}}{n_{G 2}}$	$\frac{n_{B 1} - n_{B 2}}{n_{B 2}}$	$\frac{n_{C 1} - n_{C 2}}{n_{C 2}}$

8HP 6HP^{[lower-alpha 3]}	8^{[lower-alpha 4]} 6^{[lower-alpha 4]}	Progress^{[lower-alpha 2]}	9 8	4 3^{[lower-alpha 5]}	2 2	3 3
Δ Number	2	Progress^{[lower-alpha 2]}	1	1	0	0
Relative Δ	0.333 $\frac{2}{6}$	2.667^{[lower-alpha 2]} $\frac{2}{6} : \frac{1}{8} = \frac{1}{3} \cdot \frac{8}{1} = \frac{8}{3}$	0.125 $\frac{1}{8}$	0.333 $\frac{1}{3}$	0.000 $\frac{0}{2}$	0.000 $\frac{0}{3}$

8HP 3-Speed^{[lower-alpha 6]}	8^{[lower-alpha 4]} 3^{[lower-alpha 4]}	Market Position^{[lower-alpha 2]}	9 7	4 2	2 3	3 2
Δ Number	5	Market Position^{[lower-alpha 2]}	2	2	-1	1
Relative Δ	1.667 $\frac{5}{3}$	5.833^{[lower-alpha 2]} $\frac{5}{3} : \frac{2}{7} = \frac{5}{3} \cdot \frac{7}{2} = \frac{35}{6}$	0.286 $\frac{2}{7}$	1.000 $\frac{1}{1}$	−0.333 $\frac{- 1}{3}$	0.500 $\frac{1}{2}$

↑ Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable ↑ ^2.0 ^2.1 ^2.2 ^2.3 ^2.4 ^2.5 Innovation elasticity classifies progress and market position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ↑ Direct predecessor To reflect the progress of the specific model change ↑ ^4.0 ^4.1 ^4.2 ^4.3 plus 1 reverse gear ↑ of which 2 gearsets are combined as a compound Ravigneaux gearset ↑ Reference standard (benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Quality

The ratios of the 8 gears are relatively unevenly distributed in all versions. Particularly noticeable are

the too small step between 3rd and 4th gear
and the too large step between 7th and 8th gear.

This cannot be eliminated without affecting all other gear ratios. On the other hand the selected gearset concept offers 2 to 3 gears more than conventional transmissions of comparable manufacturing costs, which more than compensates for the weaknesses.

Additionally, the gearset brings the ability to shift in a non-sequential manner – going from gear 8 to gear 2 in extreme situations simply by changing one shift element (actuating brake B and releasing clutch D).^[17]

Planetary gearset concept: gear ratio quality^{[lower-alpha 1]}
In-Depth Analysis^{[lower-alpha 2]} With Assessment And Torque Ratio^{[lower-alpha 3]} And Efficiency Calculation^{[lower-alpha 4]}			Planetary Gearset: Teeth^{[lower-alpha 5]}				Count	Nomi- nal^{[lower-alpha 6]} Effec- tive^{[lower-alpha 7]}	Cen- ter^{[lower-alpha 8]}
			Planetary Gearset: Teeth^{[lower-alpha 5]}				Count	Nomi- nal^{[lower-alpha 6]} Effec- tive^{[lower-alpha 7]}	Avg.^{[lower-alpha 9]}

Model Type	Version		S₁^{[lower-alpha 10]} R₁^{[lower-alpha 11]}	S₂^{[lower-alpha 12]} R₂^{[lower-alpha 13]}	S₃^{[lower-alpha 14]} R₃^{[lower-alpha 15]}	S₄^{[lower-alpha 16]} R₄^{[lower-alpha 17]}	Brakes Clutches	Ratio Span	Gear Step^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	$i_{R}$ ^{[lower-alpha 2]}	$i_{1}$ ^{[lower-alpha 2]}	$i_{2}$ ^{[lower-alpha 2]}	$i_{3}$ ^{[lower-alpha 2]}	$i_{4}$ ^{[lower-alpha 2]}	$i_{5}$ ^{[lower-alpha 2]}	$i_{6}$ ^{[lower-alpha 2]}	$i_{7}$ ^{[lower-alpha 2]}	$i_{8}$ ^{[lower-alpha 2]}
Step^{[lower-alpha 18]}	$- \frac{i_{R}}{i_{1}}$ ^{[lower-alpha 19]}	$\frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{2}}$ ^{[lower-alpha 20]}	$\frac{i_{2}}{i_{3}}$	$\frac{i_{3}}{i_{4}}$	$\frac{i_{4}}{i_{5}}$	$\frac{i_{5}}{i_{6}}$	$\frac{i_{6}}{i_{7}}$	$\frac{i_{7}}{i_{8}}$
Δ Step^{[lower-alpha 21]}^{[lower-alpha 22]}			$\frac{i_{1}}{i_{2}} : \frac{i_{2}}{i_{3}}$	$\frac{i_{2}}{i_{3}} : \frac{i_{3}}{i_{4}}$	$\frac{i_{3}}{i_{4}} : \frac{i_{4}}{i_{5}}$	$\frac{i_{4}}{i_{5}} : \frac{i_{5}}{i_{6}}$	$\frac{i_{5}}{i_{6}} : \frac{i_{6}}{i_{7}}$	$\frac{i_{6}}{i_{7}} : \frac{i_{7}}{i_{8}}$
Shaft Speed	$\frac{i_{1}}{i_{R}}$	$\frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{2}}$	$\frac{i_{1}}{i_{3}}$	$\frac{i_{1}}{i_{4}}$	$\frac{i_{1}}{i_{5}}$	$\frac{i_{1}}{i_{6}}$	$\frac{i_{1}}{i_{7}}$	$\frac{i_{1}}{i_{8}}$
Δ Shaft Speed^{[lower-alpha 23]}	$0 - \frac{i_{1}}{i_{R}}$	$\frac{i_{1}}{i_{1}} - 0$	$\frac{i_{1}}{i_{2}} - \frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{3}} - \frac{i_{1}}{i_{2}}$	$\frac{i_{1}}{i_{4}} - \frac{i_{1}}{i_{3}}$	$\frac{i_{1}}{i_{5}} - \frac{i_{1}}{i_{4}}$	$\frac{i_{1}}{i_{6}} - \frac{i_{1}}{i_{5}}$	$\frac{i_{1}}{i_{7}} - \frac{i_{1}}{i_{6}}$	$\frac{i_{1}}{i_{8}} - \frac{i_{1}}{i_{7}}$
Torque Ratio^{[lower-alpha 3]}	$μ_{R}$ ^{[lower-alpha 3]}	$μ_{1}$ ^{[lower-alpha 3]}	$μ_{2}$ ^{[lower-alpha 3]}	$μ_{3}$ ^{[lower-alpha 3]}	$μ_{4}$ ^{[lower-alpha 3]}	$μ_{5}$ ^{[lower-alpha 3]}	$μ_{6}$ ^{[lower-alpha 3]}	$μ_{7}$ ^{[lower-alpha 3]}	$μ_{8}$ ^{[lower-alpha 3]}
Efficiency $η_{n}$ ^{[lower-alpha 4]}	$\frac{μ_{R}}{i_{R}}$ ^{[lower-alpha 4]}	$\frac{μ_{1}}{i_{1}}$ ^{[lower-alpha 4]}	$\frac{μ_{2}}{i_{2}}$ ^{[lower-alpha 4]}	$\frac{μ_{3}}{i_{3}}$ ^{[lower-alpha 4]}	$\frac{μ_{4}}{i_{4}}$ ^{[lower-alpha 4]}	$\frac{μ_{5}}{i_{5}}$ ^{[lower-alpha 4]}	$\frac{μ_{6}}{i_{6}}$ ^{[lower-alpha 4]}	$\frac{μ_{7}}{i_{7}}$ ^{[lower-alpha 4]}	$\frac{μ_{8}}{i_{8}}$ ^{[lower-alpha 4]}

2008: Pilot series
8HP 70^{[lower-alpha 24]}	700 N⋅m (516 lb⋅ft)		48 ^[18] 96	48 ^[18] 96	69 ^{[lower-alpha 25]}^[2] 111	23 ^[2] 85	2 3	7.0435 4.9452 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7693
8HP 70^{[lower-alpha 24]}	700 N⋅m (516 lb⋅ft)		48 ^[18] 96	48 ^[18] 96	69 ^{[lower-alpha 25]}^[2] 111	23 ^[2] 85	2 3	7.0435 4.9452 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3216^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.2968 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{1, 744}{529}$	4.6957 $\frac{108}{23}$	3.1304 ^{[lower-alpha 22]} $\frac{72}{23}$	2.1039 $\frac{162}{77}$	1.6667 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{5}{3}$	1.2845 ^{[lower-alpha 22]} $\frac{8, 826}{6, 871}$	1.0000 $\frac{1}{1}$	0.8392 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{120}{143}$	0.6667 $\frac{2}{3}$
Step	0.7021^{[lower-alpha 19]}	1.0000	1.5000	1.4879	1.2623^{[lower-alpha 18]}	1.2975	1.2845	1.1917	1.2587
Δ Step^{[lower-alpha 21]}			1.0081^{[lower-alpha 22]}	1.1787	0.9729^{[lower-alpha 22]}	1.0101^{[lower-alpha 22]}	1.0779	0.9467^{[lower-alpha 22]}
Speed	-1.4243	1.0000	1.5000	2.2319	2.8174	3.6555	4.6957	5.5957	7.0435
Δ Speed	1.4243	1.0000	0.5000	0.7319	0.5855^{[lower-alpha 23]}	0.8382	1.0401	0.9000^{[lower-alpha 23]}	1.4478
Torque Ratio^{[lower-alpha 3]}	–3.1186 –3.0313	4.6217 4.5848	3.0603 3.0253	2.0820 2.0709	1.6446 1.6336	1.2720 1.2658	1.0000	0.8347 0.8324	0.6622 0.6599
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9460 0.9195	0.9843 0.9764	0.9776 0.9664	0.9896 0.9843	0.9867 0.9802	0.9903 0.9854	1.0000	0.9947 0.9920	0.9932 0.9898
2010: 1st generation
HP 30/I 8HP 45	300 N⋅m (221 lb⋅ft) 450 N⋅m (332 lb⋅ft)		48 ^[18]^[19] 96	48 ^[18]^[19] 96	60 96	28 104	2 3	7.0714 4.9429 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7728
HP 30/I 8HP 45	300 N⋅m (221 lb⋅ft) 450 N⋅m (332 lb⋅ft)		48 ^[18]^[19] 96	48 ^[18]^[19] 96	60 96	28 104	2 3	7.0714 4.9429 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3224^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.2952 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{346}{105}$	4.7143 $\frac{33}{7}$	3.1429 ^{[lower-alpha 22]} $\frac{22}{7}$	2.1064 $\frac{99}{47}$	1.6667 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{5}{3}$	1.2854 ^{[lower-alpha 22]} $\frac{1, 171}{911}$	1.0000 $\frac{1}{1}$	0.8387 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{26}{31}$	0.6667 $\frac{2}{3}$
Step	0.6990^{[lower-alpha 19]}	1.0000	1.5000	1.4921	1.2638^{[lower-alpha 18]}	1.2966	1.2854	1.1923	1.2581
Δ Step^{[lower-alpha 21]}			1.0053^{[lower-alpha 22]}	1.1805	0.9747^{[lower-alpha 22]}	1.0087^{[lower-alpha 22]}	1.0781	0.9477^{[lower-alpha 22]}
Speed	-1.4306	1.0000	1.5000	2.2381	2.8286	3.6576	4.7143	5.6209	7.0714
Δ Speed	1.4306	1.0000	0.5000	0.7381	0.5905^{[lower-alpha 23]}	0.8390	1.0467	0.9066^{[lower-alpha 23]}	1.45058
Torque Ratio^{[lower-alpha 3]}	–3.1171 –3.0299	4.6400 4.6029	3.0724 3.0373	2.0844 2.0734	1.6446 1.6336	1.2729 1.2666	1.0000	0.8343 0.8320	0.6622 0.6599
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9460 0.9195	0.9842 0.9764	0.9776 0.9664	0.9896 0.9843	0.9867 0.9802	0.9903 0.9854	1.0000	0.9944 0.9915	0.9943 0.9913

8HP 55 8HP 65 8HP 70 8HP 90	650 N⋅m (479 lb⋅ft) 650 N⋅m (479 lb⋅ft) 700 N⋅m (516 lb⋅ft) 900 N⋅m (664 lb⋅ft)		48 ^[18]^[19] 96	48 ^[18]^[19] 96	69 ^{[lower-alpha 25]}^[2] 111	28 104	2 3	7.0714 4.9752 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7728
8HP 55 8HP 65 8HP 70 8HP 90			48 ^[18]^[19] 96	48 ^[18]^[19] 96	69 ^{[lower-alpha 25]}^[2] 111	28 104	2 3	7.0714 4.9752 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3224^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.3168 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{534}{161}$	4.7143 $\frac{33}{7}$	3.1429 ^{[lower-alpha 22]} $\frac{22}{7}$	2.1064 $\frac{99}{47}$	1.6667 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{5}{3}$	1.2847 ^{[lower-alpha 22]} $\frac{5, 397}{4, 201}$	1.0000 $\frac{1}{1}$	0.8392 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{120}{143}$	0.6667 $\frac{2}{3}$
Step	0.7036^{[lower-alpha 19]}	1.0000	1.5000	1.4921	1.2638^{[lower-alpha 18]}	1.2973	1.2847	1.1917	1.2587
Δ Step^{[lower-alpha 21]}			1.0053^{[lower-alpha 22]}	1.1806	0.9742^{[lower-alpha 22]}	1.0098^{[lower-alpha 22]}	1.0781	0.9467^{[lower-alpha 22]}
Speed	-1.4213	1.0000	1.5000	2.2381	2.8286	3.6696	4.7143	5.6179	7.0714
Δ Speed	1.4243	1.0000	0.5000	0.7381	0.5905^{[lower-alpha 23]}	0.8410	1.0447	0.9036^{[lower-alpha 23]}	1.4536
Torque Ratio^{[lower-alpha 3]}	–3.1377 –3.0499	4.6400 4.6029	3.0724 3.0373	2.0844 2.0734	1.6446 1.6336	1.2722 1.2660	1.0000	0.8347 0.8324	0.6622 0.6599
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9460 0.9195	0.9842 0.9764	0.9776 0.9664	0.9896 0.9843	0.9867 0.9802	0.9903 0.9854	1.0000	0.9947 0.9920	0.9932 0.9898
2014: 2nd generation
8HP 75/I	740 N⋅m (546 lb⋅ft)^[3]		48 ^[18]^[19] 96	48 ^[18]^[19] 96	69 ^{[lower-alpha 25]}^[2] 111	28 104	2 3	7.0714 4.9752 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7728
8HP 75/I	740 N⋅m (546 lb⋅ft)^[3]		48 ^[18]^[19] 96	48 ^[18]^[19] 96	69 ^{[lower-alpha 25]}^[2] 111	28 104	2 3	7.0714 4.9752 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3224^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.3168 ^{[lower-alpha 19]}^{[lower-alpha 7]}	4.7143	3.1429 ^{[lower-alpha 22]}	2.1064	1.6667 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]}	1.2847 ^{[lower-alpha 22]}	1.0000	0.8392 ^{[lower-alpha 22]}^{[lower-alpha 23]}	0.6667

8HP 30/II 8HP 50	300 N⋅m (221 lb⋅ft)^[3] 500 N⋅m (369 lb⋅ft)^[3]		48 ^[18]^[19] 96	54 96	60 96	24 96	2 3	7.8125 5.1840 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7889
8HP 30/II 8HP 50	300 N⋅m (221 lb⋅ft)^[3] 500 N⋅m (369 lb⋅ft)^[3]		48 ^[18]^[19] 96	54 96	60 96	24 96	2 3	7.8125 5.1840 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3413^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.4560 ^{[lower-alpha 19]} $- \frac{432}{125}$	5.0000 $\frac{5}{1}$	3.2000 ^{[lower-alpha 22]} $\frac{16}{5}$	2.1429 $\frac{15}{7}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.3139 ^{[lower-alpha 22]} $\frac{1, 507}{1, 147}$	1.0000 $\frac{1}{1}$	0.8221 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{208}{253}$	0.6400 $\frac{16}{25}$
Step	0.6912^{[lower-alpha 19]}	1.0000	1.5625	1.4933	1.2458^{[lower-alpha 18]}	1.3091	1.3139	1.2163	1.2846
Δ Step^{[lower-alpha 21]}			1.0463^{[lower-alpha 22]}	1.1986	0.9517^{[lower-alpha 22]}	0.9964^{[lower-alpha 22]}	1.0802	0.9469^{[lower-alpha 22]}
Speed	-1.4468	1.0000	1.5625	2.3333	2.9070	3.8056	5.0000	6.0817	7.8125
Δ Speed	1.4468	1.0000	0.5625	0.7708	0.5736^{[lower-alpha 23]}	0.8986	1.1944	1.0817^{[lower-alpha 23]}	1.7308
Torque Ratio^{[lower-alpha 3]}	–3.2698 –3.1785	4.9200 4.8800	3.1258 3.0888	2.1207 2.1096	1.6965 1.6848	1.3008 1.2943	1.0000	0.8873 0.8148	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9461 0.9197	0.9840 0.9760	0.9768 0.9653	0.9897 0.9845	0.9863 0.9796	0.9901 0.9851	1.0000	0.9941 0.9911	0.9927 0.9890

8HP 75/II 8HP 95	740 N⋅m (546 lb⋅ft)^[3] 900 N⋅m (664 lb⋅ft)^{[lower-alpha 26]}		48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 96	2 3	7.8125 2.2261 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7889
8HP 75/II 8HP 95			48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 96	2 3	7.8125 2.2261 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3413^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.4783 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{80}{23}$	5.0000 $\frac{5}{1}$	3.2000 ^{[lower-alpha 22]} $\frac{16}{5}$	2.1429 $\frac{15}{7}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.3131 ^{[lower-alpha 22]} $\frac{2, 315}{1, 763}$	1.0000 $\frac{1}{1}$	0.8226 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{320}{389}$	0.6400 $\frac{16}{25}$
Step	0.6957^{[lower-alpha 19]}	1.0000	1.5625	1.4933	1.2458^{[lower-alpha 18]}	1.3099	1.3131	1.2156	1.2853
Δ Step^{[lower-alpha 21]}			1.0463^{[lower-alpha 22]}	1.1986	0.9511^{[lower-alpha 22]}	0.9975^{[lower-alpha 22]}	1.0802	0.9458^{[lower-alpha 22]}
Speed	-1.4375	1.0000	1.5625	2.3333	2.9070	3.8078	5.0000	6.0781	7.8125
Δ Speed	1.4375	1.0000	0.5625	0.7708	0.5736^{[lower-alpha 23]}	0.9008	1.1922	1.0781^{[lower-alpha 23]}	1.7344
Torque Ratio^{[lower-alpha 3]}	–3.2910 –3.1993	4.9200 4.8800	3.1258 3.0888	2.1207 2.1096	1.6965 1.6848	1.3001 1.2935	1.0000	0.8178 0.8153	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9462 0.9198	0.9840 0.9760	0.9768 0.9653	0.9897 0.9845	0.9863 0.9796	0.9901 0.9851	1.0000	0.9942 0.9911	0.9927 0.9890
2018: 3rd generation
8HP 76/I	760 N⋅m (561 lb⋅ft)^{[lower-alpha 27]}		48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 96	2 3	7.8125 5.4348 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7889
8HP 76/I	760 N⋅m (561 lb⋅ft)^{[lower-alpha 27]}		48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 96	2 3	7.8125 5.4348 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3413^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.4783 ^{[lower-alpha 19]}^{[lower-alpha 7]}	5.0000	3.2000 ^{[lower-alpha 22]}	2.1429	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]}	1.3131 ^{[lower-alpha 22]}	1.0000	0.8226 ^{[lower-alpha 22]}^{[lower-alpha 23]}	0.6400

8HP 30/III 8HP 51	300 N⋅m (221 lb⋅ft)^{[lower-alpha 28]} 500 N⋅m (369 lb⋅ft)^{[lower-alpha 29]}		48 ^[18]^[19] 96	54 96	60 96	24 102	2 3	8.2031 5.8000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.8330
8HP 30/III 8HP 51			48 ^[18]^[19] 96	54 96	60 96	24 102	2 3	8.2031 5.8000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3507^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.7120 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{464}{125}$	5.2500 $\frac{21}{4}$	3.3600 ^{[lower-alpha 22]} $\frac{84}{25}$	2.1724 $\frac{63}{29}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.3161 ^{[lower-alpha 22]} $\frac{6, 371}{4, 841}$	1.0000 $\frac{1}{1}$	0.8221 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{208}{253}$	0.6400 $\frac{16}{25}$
Step	0.7070^{[lower-alpha 19]}	1.0000	1.5625	1.5467	1.2630^{[lower-alpha 18]}	1.3069	1.3161	1.2163	1.2846
Δ Step^{[lower-alpha 21]}			1.0102^{[lower-alpha 22]}	1.2246	0.9664^{[lower-alpha 22]}	0.9931^{[lower-alpha 22]}	1.0820	0.9469^{[lower-alpha 22]}
Speed	-1.4143	1.0000	1.5625	2.4167	3.0523	3.9892	5.2500	6.3858	8.2031
Δ Speed	1.4143	1.0000	0.5625	0.8542	0.6357^{[lower-alpha 23]}	0.9369	1.2608	1.1358^{[lower-alpha 23]}	1.8173
Torque Ratio^{[lower-alpha 3]}	–3.5138 –3.4168	5.1650 5.1225	3.2815 3.2423	2.1501 2.1389	1.6965 1.6848	1.3031 1.2966	1.0000	0.8173 0.8148	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9466 0.9205	0.9838 0.9757	0.9766 0.9650	0.9897 0.9846	0.9863 0.9796	0.9902 0.9852	1.0000	0.9941 0.9911	0.9927 0.9890

8HP 76/II	760 N⋅m (561 lb⋅ft)^{[lower-alpha 30]}		48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 108	2 3	8.5938 6.2391 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.8762
8HP 76/II	760 N⋅m (561 lb⋅ft)^{[lower-alpha 30]}		48 ^[18]^[19] 96	54 96	69 ^{[lower-alpha 25]}^[2] 111	24 108	2 3	8.5938 6.2391 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3597^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.9930 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{2, 296}{575}$	5.5000 $\frac{11}{2}$	3.5200 ^{[lower-alpha 22]} $\frac{88}{25}$	2.2000 $\frac{11}{5}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.3172 ^{[lower-alpha 22]} $\frac{191}{145}$	1.0000 $\frac{1}{1}$	0.8226 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{320}{389}$	0.6400 $\frac{16}{25}$
Step	0.7260^{[lower-alpha 19]}	1.0000	1.5625	1.6000	1.2791^{[lower-alpha 18]}	1.3058	1.3172	1.2156	1.2853
Δ Step^{[lower-alpha 21]}			0.9766^{[lower-alpha 22]}	1.2509	0.9796^{[lower-alpha 22]}	0.9913^{[lower-alpha 22]}	1.0836	0.9458^{[lower-alpha 22]}
Speed	-1.3774	1.0000	1.5625	2.5000	3.1977	4.1754	5.5000	6.6859	8.5938
Δ Speed	1.3774	1.0000	0.5625	0.9375	0.6977^{[lower-alpha 23]}	0.9777	1.3246	1.1859^{[lower-alpha 23]}	1.8321
Torque Ratio^{[lower-alpha 3]}	–3.7818 –3.6783	5.4100 5.3650	3.4371 3.3958	2.1776 2.1663	1.6965 1.6848	1.3044 1.2979	1.0000	0.8178 0.8153	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9471 0.9212	0.9836 0.9755	0.9765 0.9647	0.9898 0.9847	0.9863 0.9796	0.9902 0.9853	1.0000	0.9942 0.9911	0.9927 0.9890
2022: 4th generation
8HP 100	1,000 N⋅m (738 lb⋅ft) ^{[lower-alpha 31]}^[4]		48 ^[18]^[19] 96	54 96	60 108	24 96	2 3	7.8125 6.2000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7889
8HP 100	1,000 N⋅m (738 lb⋅ft) ^{[lower-alpha 31]}^[4]		48 ^[18]^[19] 96	54 96	60 108	24 96	2 3	7.8125 6.2000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3413^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.9680 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{496}{125}$	5.0000 $\frac{5}{1}$	3.2000 ^{[lower-alpha 22]} $\frac{16}{5}$	2.1429 $\frac{15}{7}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.2973 ^{[lower-alpha 22]} $\frac{1, 571}{1, 211}$	1.0000 $\frac{1}{1}$	0.8327 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{224}{269}$	0.6400 $\frac{16}{25}$
Step	0.7936^{[lower-alpha 19]}	1.0000	1.5625	1.4933	1.2458^{[lower-alpha 18]}	1.3259	1.2973	1.2009	1.3011
Δ Step^{[lower-alpha 21]}			1.0463^{[lower-alpha 22]}	1.1986	0.9397^{[lower-alpha 22]}	1.0220^{[lower-alpha 22]}	1.0803	0.9230^{[lower-alpha 22]}
Speed	-1.2601	1.0000	1.5625	2.3333	2.9070	3.8542	5.0000	6.0045	7.8125
Δ Speed	1.2601	1.0000	0.5625	0.7708	0.5736^{[lower-alpha 23]}	0.9473	1.1458	1.0045^{[lower-alpha 23]}	1.8080
Torque Ratio^{[lower-alpha 3]}	–3.7579 –3.6550	4.9200 4.8800	3.1258 3.0888	2.1207 2.1096	1.6965 1.6848	1.2846 1.2782	1.0000	0.8280 0.8256	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9471 0.9211	0.9840 0.9760	0.9768 0.9653	0.9897 0.9845	0.9863 0.9796	0.9902 0.9853	1.0000	0.9944 0.9915	0.9927 0.9890

8HP 80	800 N⋅m (590 lb⋅ft) ^[4]^{[lower-alpha 32]}		48 ^[18]^[19] 96	54 96	60 108	24 108	2 3	8.5938 7.1000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.8762
8HP 80	800 N⋅m (590 lb⋅ft) ^[4]^{[lower-alpha 32]}		48 ^[18]^[19] 96	54 96	60 108	24 108	2 3	8.5938 7.1000 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3597^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−4.5440 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{1, 704}{375}$	5.5000 $\frac{11}{2}$	3.5200 ^{[lower-alpha 22]} $\frac{88}{25}$	2.2000 $\frac{11}{5}$	1.7200 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{43}{25}$	1.3010 ^{[lower-alpha 22]} $\frac{389}{299}$	1.0000 $\frac{1}{1}$	0.8327 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{224}{269}$	0.6400 $\frac{16}{25}$
Step	0.8262^{[lower-alpha 19]}	1.0000	1.5625	1.6000	1.2791^{[lower-alpha 18]}	1.3221	1.3010	1.2009	1.3011
Δ Step^{[lower-alpha 21]}			0.9766^{[lower-alpha 22]}	1.2509	0.9675^{[lower-alpha 22]}	1.0162^{[lower-alpha 22]}	1.0834	0.9230^{[lower-alpha 22]}
Speed	-1.2104	1.0000	1.5625	2.5000	3.1977	4.2275	5.5000	6.6049	8.5938
Δ Speed	1.2104	1.0000	0.5625	0.9375	0.6977^{[lower-alpha 23]}	1.0298	1.2725	1.1049^{[lower-alpha 23]}	1.9888
Torque Ratio^{[lower-alpha 3]}	–4.3071 –4.1910	5.4100 5.3650	3.4371 3.3958	2.1776 2.1663	1.6965 1.6848	1.2885 1.2822	1.0000	0.8280 0.8256	0.6353 0.6330
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9479 0.9223	0.9836 0.9755	0.9765 0.9647	0.9898 0.9847	0.9863 0.9796	0.9904 0.9856	1.0000	0.9944 0.9915	0.9927 0.9890
2016: Racing cars
8P 45R^{[lower-alpha 33]}	450 N⋅m (332 lb⋅ft) – 1,050 N⋅m (774 lb⋅ft)^[5]		TBD	TBD	60 96	TBD	2 3	4.2000 TBD	TBD
8P 45R^{[lower-alpha 33]}	450 N⋅m (332 lb⋅ft) – 1,050 N⋅m (774 lb⋅ft)^[5]		TBD	TBD	60 96	TBD	2 3	4.2000 TBD	1.2275^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	TBD	TBD	TBD	TBD	TBD	TBD	1.0000	TBD	TBD
2017: Commercial vehicles^{[lower-alpha 34]}
8AP 600 T^{[lower-alpha 35]} 8AP 800 T 8AP 1000 T 8AP 1200 T	600 N⋅m (443 lb⋅ft) 800 N⋅m (590 lb⋅ft) 1,000 N⋅m (738 lb⋅ft) 1,200 N⋅m (885 lb⋅ft)^{[lower-alpha 36]}		65 ^{[lower-alpha 37]}^[6]^[34] 115	65 ^{[lower-alpha 37]} 115	62 122	27 105	2 3	7.6522 6.6523 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7673
			65 ^{[lower-alpha 37]}^[6]^[34] 115	65 ^{[lower-alpha 37]} 115	62 122	27 105	2 3	7.6522 6.6523 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3374^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−4.2501 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{10, 672}{2, 511}$	4.8889 $\frac{44}{9}$	3.1235 ^{[lower-alpha 22]} $\frac{253}{81}$	2.0334 $\frac{1, 584}{779}$	1.6389 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{59}{36}$	1.2541 ^{[lower-alpha 22]} $\frac{123, 164}{98, 209}$	1.0000 $\frac{1}{1}$	0.8400 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{2, 116}{2, 519}$	0.6389 $\frac{23}{36}$
Step	0.8693^{[lower-alpha 19]}	1.0000	1.5652	1.5361	1.2407^{[lower-alpha 18]}	1.3068	1.2541	1.1905	1.3148
Δ Step^{[lower-alpha 21]}			1.0190^{[lower-alpha 22]}	1.2381	0.9494^{[lower-alpha 22]}	1.0420^{[lower-alpha 22]}	1.0535	0.9054^{[lower-alpha 22]}
Speed	-1.1503	1.0000	1.5652	2.4043	2.9831	3.8983	4.8889	5.8200	7.6522
Δ Speed	1.1503	1.0000	0.5652	0.8391	0.5787^{[lower-alpha 23]}	0.9153	0.9906	0.9311^{[lower-alpha 23]}	1.8322
Torque Ratio^{[lower-alpha 3]}	–4.0268 –3.9174	4.8111 4.7722	3.0513 3.0152	2.0132 2.0030	1.6181 1.6077	1.2424 1.2365	1.0000	0.8355 0.8331	0.6342 0.6318
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9475 0.9217	0.9841 0.9761	0.9769 0.9654	0.9901 0.9851	0.9873 0.9810	0.9907 0.9860	1.0000	0.9946 0.9918	0.9927 0.9890

8AP 1200 S ^{[lower-alpha 38]}	1,200 N⋅m (885 lb⋅ft)^{[lower-alpha 36]}		65 ^{[lower-alpha 37]} 115	65 ^{[lower-alpha 37]} 115	65 ^{[lower-alpha 37]} 115	27 105	2 3	7.6522 5.8803 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.7673
8AP 1200 S ^{[lower-alpha 38]}	1,200 N⋅m (885 lb⋅ft)^{[lower-alpha 36]}		65 ^{[lower-alpha 37]} 115	65 ^{[lower-alpha 37]} 115	65 ^{[lower-alpha 37]} 115	27 105	2 3	7.6522 5.8803 ^{[lower-alpha 7]}^{[lower-alpha 19]}	1.3374^{[lower-alpha 18]}
Gear	R	1	2	3	4	5	6	7	8
Gear Ratio^{[lower-alpha 2]}	−3.7569 ^{[lower-alpha 19]}^{[lower-alpha 7]} $- \frac{3, 956}{1, 053}$	4.8889 $\frac{44}{9}$	3.1235 ^{[lower-alpha 22]} $\frac{253}{81}$	2.0334 $\frac{1, 584}{779}$	1.6389 ^{[lower-alpha 18]}^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{59}{36}$	1.2676 ^{[lower-alpha 22]} $\frac{49, 572}{39, 107}$	1.0000 $\frac{1}{1}$	0.8305 ^{[lower-alpha 22]}^{[lower-alpha 23]} $\frac{828}{997}$	0.6389 $\frac{23}{36}$
Step	0.7685^{[lower-alpha 19]}	1.0000	1.5652	1.5361	1.2407^{[lower-alpha 18]}	1.2929	1.2676	1.2041	1.2999
Δ Step^{[lower-alpha 21]}			1.0190^{[lower-alpha 22]}	1.2381	0.9596^{[lower-alpha 22]}	1.0200^{[lower-alpha 22]}	1.0527	0.9263^{[lower-alpha 22]}
Speed	-1.3013	1.0000	1.5652	2.4043	2.9831	3.8568	4.8889	5.8867	7.6522
Δ Speed	1.3013	1.0000	0.5652	0.8391	0.5787^{[lower-alpha 23]}	0.8738	1.0321	0.9979^{[lower-alpha 23]}	1.7654
Torque Ratio^{[lower-alpha 3]}	–3.5566 –3.4585	4.8111 4.7722	3.0513 3.0152	2.0132 2.0030	1.6181 1.6077	1.2556 1.2495	1.0000	0.8258 0.8234	0.6342 0.6318
Efficiency $η_{n}$ ^{[lower-alpha 4]}	0.9467 0.9206	0.9841 0.9761	0.9769 0.9654	0.9901 0.9851	0.9873 0.9810	0.9905 0.9857	1.0000	0.9943 0.9914	0.9927 0.9890

Actuated shift elements^{[lower-alpha 39]}
Brake A^{[lower-alpha 40]}	❶	❶	❶					❶	❶
Brake B^{[lower-alpha 41]}	❶	❶	❶	❶	❶	❶
Clutch C^{[lower-alpha 42]}		❶		❶		❶	❶	❶
Clutch D^{[lower-alpha 43]}	❶				❶	❶	❶	❶	❶
Clutch E^{[lower-alpha 44]}			❶	❶	❶		❶		❶
Geometric ratios: speed conversion
Gear Ratio^{[lower-alpha 2]} R & 1 & 2 Ordinary^{[lower-alpha 45]} Elementary Noted^{[lower-alpha 46]}	$i_{R} = \frac{R_{2} (S_{3} S_{4} - R_{3} R_{4})}{S_{3} S_{4} (S_{2} + R_{2})}$			$i_{1} = \frac{S_{4} + R_{4}}{S_{4}}$			$i_{2} = \frac{R_{2} (S_{4} + R_{4})}{(S_{2} + R_{2}) S_{4}}$
	$i_{R} = \frac{1 - \frac{R_{3} R_{4}}{S_{3} S_{4}}}{1 + \frac{S_{2}}{R_{2}}}$			$i_{1} = 1 + \frac{R_{4}}{S_{4}}$			$i_{2} = \frac{1 + \frac{R_{4}}{S_{4}}}{1 + \frac{S_{2}}{R_{2}}}$

Gear Ratio^{[lower-alpha 2]} 3 & 4 Ordinary^{[lower-alpha 45]} Elementary Noted^{[lower-alpha 46]}	$i_{3} = \frac{(S_{1} + R_{1}) (S_{4} + R_{4})}{S_{4} R_{1} + S_{1} (S_{4} + R_{4})}$					$i_{4} = 1 + \frac{S_{2} R_{1}}{S_{1} (S_{2} + R_{2})}$
	$i_{3} = \frac{1}{\frac{1}{1 + \frac{R_{1}}{S_{1}}} + \frac{1}{(1 + \frac{S_{1}}{R_{1}}) (1 + \frac{R_{4}}{S_{4}})}}$					$i_{4} = 1 + \frac{\frac{R_{1}}{S_{1}}}{1 + \frac{R_{2}}{S_{2}}}$

Gear Ratio^{[lower-alpha 2]} 5 Ordinary^{[lower-alpha 45]} Elementary Noted^{[lower-alpha 46]}	$i_{5} = \frac{S_{1} R_{2} R_{4} (S_{3} + R_{3}) + S_{2} S_{3} (S_{1} + R_{1}) (S_{4} + R_{4})}{S_{1} R_{4} (S_{3} (S_{2} + R_{2}) + R_{2} R_{3}) + S_{2} S_{3} S_{4} (S_{1} + R_{1})}$
	$i_{5} = \frac{1}{\frac{1}{\frac{(1 + \frac{R_{1}}{S_{1}}) (1 + \frac{S_{4}}{R_{4}})}{1 + \frac{R_{2}}{S_{2}} (1 + \frac{R_{3}}{S_{3}})} + \frac{1}{\frac{1}{1 + \frac{S_{3}}{R_{3}}} + \frac{1 + \frac{S_{2}}{R_{2}}}{1 + \frac{R_{3}}{S_{3}}}}} + \frac{1}{1 + \frac{R_{4}}{S_{4}} + \frac{\frac{R_{2} R_{4}}{S_{2} S_{4}} (1 + \frac{R_{3}}{S_{3}})}{1 + \frac{R_{1}}{S_{1}}}}}$

Gear Ratio^{[lower-alpha 2]} 6 – 8 Ordinary^{[lower-alpha 45]} Elementary Noted^{[lower-alpha 46]}	$i_{6} = \frac{1}{1}$		$i_{7} = \frac{R_{2} (S_{3} + R_{3})}{R_{2} (S_{3} + R_{3}) + S_{2} S_{3}}$				$i_{8} = \frac{R_{2}}{S_{2} + R_{2}}$
	$i_{6} = \frac{1}{1}$		$i_{7} = \frac{1}{1 + \frac{\frac{S_{2}}{R_{2}}}{1 + \frac{R_{3}}{S_{3}}}}$				$i_{8} = \frac{1}{1 + \frac{S_{2}}{R_{2}}}$
Kinetic ratios: torque conversion
Torque Ratio^{[lower-alpha 3]} R & 1 & 2	$μ_{R} = \frac{1 - \frac{R_{3} R_{4}}{S_{3} S_{4}} {η_{0}}^{2}}{1 + \frac{S_{2}}{R_{2}} \cdot \frac{1}{η_{0}}}$			$μ_{1} = 1 + \frac{R_{4}}{S_{4}} η_{0}$			$μ_{2} = \frac{1 + \frac{R_{4}}{S_{4}} η_{0}}{1 + \frac{S_{2}}{R_{2}} \cdot \frac{1}{η_{0}}}$

Torque Ratio^{[lower-alpha 3]} 3 & 4	$μ_{3} = \frac{1}{\frac{1}{1 + \frac{R_{1}}{S_{1}} {η_{0}}^{\frac{1}{2}}} + \frac{1}{(1 + \frac{S_{1}}{R_{1}} {η_{0}}^{\frac{1}{2}}) (1 + \frac{R_{4}}{S_{4}} η_{0})}}$					$μ_{4} = 1 + \frac{\frac{R_{1}}{S_{1}} η_{0}}{1 + \frac{R_{2}}{S_{2}} \cdot \frac{1}{η_{0}}}$

Torque Ratio^{[lower-alpha 3]} 5	$μ_{5} = \frac{1}{\frac{1}{\frac{(1 + \frac{R_{1}}{S_{1}} {η_{0}}^{\frac{1}{2}}) (1 + \frac{S_{4}}{R_{4}} {η_{0}}^{\frac{1}{3}})}{1 + \frac{R_{2}}{S_{2}} \cdot \frac{1}{{η_{0}}^{\frac{1}{3}}} (1 + \frac{R_{3}}{S_{3}} \cdot \frac{1}{{η_{0}}^{\frac{1}{4}}})} + \frac{1}{\frac{1}{1 + \frac{S_{3}}{R_{3}} {η_{0}}^{\frac{1}{4}}} + \frac{1 + \frac{S_{2}}{R_{2}} \cdot \frac{1}{{η_{0}}^{\frac{1}{3}}}}{1 + \frac{R_{3}}{S_{3}} {η_{0}}^{\frac{1}{4}}}}} + \frac{1}{1 + \frac{R_{4}}{S_{4}} {η_{0}}^{\frac{1}{3}} + \frac{\frac{R_{2} R_{4}}{S_{2} S_{4}} {η_{0}}^{\frac{2}{3}} (1 + \frac{R_{3}}{S_{3}} {η_{0}}^{\frac{1}{4}})}{1 + \frac{R_{1}}{S_{1}} \cdot \frac{1}{{η_{0}}^{\frac{1}{2}}}}}}$

Torque Ratio^{[lower-alpha 3]} 6 – 8	$μ_{6} = \frac{1}{1}$		$μ_{7} = \frac{1}{1 + \frac{\frac{S_{2}}{R_{2}} \cdot \frac{1}{η_{0}}}{1 + \frac{R_{3}}{S_{3}} η_{0}}}$				$μ_{8} = \frac{1}{1 + \frac{S_{2}}{R_{2}} \cdot \frac{1}{η_{0}}}$

↑ Revised 14 January 2026 Nomenclature $S_{n} =$ sun gear: number of teeth $R_{n} =$ ring gear: number of teeth $C_{n} =$ carrier or planetary gear carrier (not needed) $s_{n} =$ sun gear: shaft speed $r_{n} =$ ring gear: shaft speed $c_{n} =$ carrier or planetary gear carrier: shaft speed With $n =$ gear is $i_{n} =$ gear ratio or transmission ratio $ω_{1; n} = ω_{t} =$ shaft speed shaft 1: input (turbine) shaft $ω_{2; n} =$ shaft speed shaft 2: output shaft $T_{1; n} = T_{t} =$ torque shaft 1: input (turbine) shaft $T_{2; n} =$ torque shaft 2: output shaft $μ_{n} =$ torque ratio or torque conversion ratio $η_{n} =$ efficiency $i_{0} =$ stationary gear ratio $η_{0} =$ (assumed) stationary gear efficiency ↑ ^2.00 ^2.01 ^2.02 ^2.03 ^2.04 ^2.05 ^2.06 ^2.07 ^2.08 ^2.09 ^2.10 ^2.11 ^2.12 ^2.13 ^2.14 ^2.15 ^2.16 ^2.17 ^2.18 ^2.19 ^2.20 ^2.21 ^2.22 ^2.23 ^2.24 ^2.25 ^2.26 ^2.27 ^2.28 Gear ratio (transmission ratio) $i_{n}$ — speed conversion — The gear ratio $i_{n}$ is the ratio of input shaft speed $ω_{1; n}$ to output shaft speed $ω_{2; n}$ and therefore corresponds to the reciprocal of the shaft speeds $i_{n} = \frac{1}{\frac{ω_{2; n}}{ω_{1; n}}} = \frac{ω_{1; n}}{ω_{2; n}} = \frac{ω_{t}}{ω_{2; n}}$ ↑ ^3.00 ^3.01 ^3.02 ^3.03 ^3.04 ^3.05 ^3.06 ^3.07 ^3.08 ^3.09 ^3.10 ^3.11 ^3.12 ^3.13 ^3.14 ^3.15 ^3.16 ^3.17 ^3.18 ^3.19 ^3.20 ^3.21 ^3.22 ^3.23 ^3.24 ^3.25 Torque ratio (torque conversion ratio) $μ_{n}$ — torque conversion — The torque ratio $μ_{n}$ is the ratio of output torque $T_{2; n}$ to input torque $T_{1; n}$ minus efficiency losses and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too $μ_{n} = i_{n} η_{n; η_{0}} = \frac{ω_{1; n} η_{n; η_{0}}}{ω_{2; n}} = \frac{T_{2; n} η_{n; η_{0}}}{T_{1; n}}$ whereby $η_{n; η_{0}}$ may vary from gear to gear according to the formulas listed in this table and $0 \leq η_{n; η_{0}} \leq 1$ ↑ ^4.00 ^4.01 ^4.02 ^4.03 ^4.04 ^4.05 ^4.06 ^4.07 ^4.08 ^4.09 ^4.10 ^4.11 ^4.12 ^4.13 ^4.14 ^4.15 ^4.16 ^4.17 ^4.18 ^4.19 ^4.20 ^4.21 Efficiency The efficiency $η_{n}$ is calculated from the torque ratio in relation to the gear ratio (transmission ratio) $η_{n} = \frac{μ_{n}}{i_{n}}$ Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range Corridor for torque ratio and efficiency in planetary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $η_{0} = 0.9800$ (upper value) and $η_{0} = 0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$ at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value) and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value) ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄ Output shaft is C₄ ↑ Total ratio span (total gear ratio/total transmission ratio) nominal $\frac{ω_{2; n}}{ω_{2; 1}} = \frac{\frac{ω_{2; n}}{ω_{2; 1} ω_{2; n}}}{\frac{ω_{2; 1}}{ω_{2; 1} ω_{2; n}}} = \frac{\frac{1}{ω_{2; 1}}}{\frac{1}{ω_{2; n}}} = \frac{\frac{ω_{t}}{ω_{2; 1}}}{\frac{ω_{t}}{ω_{2; n}}} = \frac{i_{1}}{i_{n}}$ 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 ↑ ^7.00 ^7.01 ^7.02 ^7.03 ^7.04 ^7.05 ^7.06 ^7.07 ^7.08 ^7.09 ^7.10 ^7.11 ^7.12 ^7.13 ^7.14 ^7.15 ^7.16 ^7.17 ^7.18 ^7.19 ^7.20 ^7.21 ^7.22 ^7.23 ^7.24 ^7.25 Total ratio span (total gear ratio/total transmission ratio) effective $\frac{ω_{2; n}}{m a x (ω_{2; 1}; \| ω_{2; R} \|)} = \frac{m i n (i_{1}; \| i_{R} \|)}{i_{n}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear see also Standard R:1 Digression Reverse gear is usually longer than 1st gear the effective span* is therefore of central importance for describing the suitability of a transmission* because in these cases, the nominal spread conveys a misleading picture which is only unproblematic for vehicles with high specific power Market participants Manufacturers naturally have no interest in specifying the effective span Users have not yet formulated the practical benefits that the effective span has for them The effective span has not yet played a role in research and teaching Contrary to its significance the effective span* has therefore not yet been able to establish itself* either in theory or in practice. End of digression ↑ Ratio span's center $(i_{1} i_{n})^{\frac{1}{2}}$ 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 ${(\frac{ω_{2; n}}{ω_{2; 1}})}^{\frac{1}{n - 1}} = {(\frac{i_{1}}{i_{n}})}^{\frac{1}{n - 1}}$ There are $n - 1$ gear steps between $n$ gears 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 ↑ Sun 4: sun gear of gearset 4 ↑ Ring 4: ring gear of gearset 4 ↑ ^18.00 ^18.01 ^18.02 ^18.03 ^18.04 ^18.05 ^18.06 ^18.07 ^18.08 ^18.09 ^18.10 ^18.11 ^18.12 ^18.13 ^18.14 ^18.15 ^18.16 ^18.17 ^18.18 ^18.19 ^18.20 ^18.21 ^18.22 ^18.23 ^18.24 ^18.25 ^18.26 ^18.27 ^18.28 ^18.29 ^18.30 ^18.31 ^18.32 ^18.33 ^18.34 ^18.35 ^18.36 ^18.37 ^18.38 ^18.39 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 4) 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) ↑ ^19.00 ^19.01 ^19.02 ^19.03 ^19.04 ^19.05 ^19.06 ^19.07 ^19.08 ^19.09 ^19.10 ^19.11 ^19.12 ^19.13 ^19.14 ^19.15 ^19.16 ^19.17 ^19.18 ^19.19 ^19.20 ^19.21 ^19.22 ^19.23 ^19.24 ^19.25 ^19.26 ^19.27 ^19.28 ^19.29 ^19.30 ^19.31 ^19.32 ^19.33 ^19.34 ^19.35 ^19.36 ^19.37 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) see also Total ratio span (total gear ratio/total transmission ratio) effective ↑ 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) ↑ ^21.00 ^21.01 ^21.02 ^21.03 ^21.04 ^21.05 ^21.06 ^21.07 ^21.08 ^21.09 ^21.10 ^21.11 From large to small gears (from right to left) ↑ ^22.00 ^22.01 ^22.02 ^22.03 ^22.04 ^22.05 ^22.06 ^22.07 ^22.08 ^22.09 ^22.10 ^22.11 ^22.12 ^22.13 ^22.14 ^22.15 ^22.16 ^22.17 ^22.18 ^22.19 ^22.20 ^22.21 ^22.22 ^22.23 ^22.24 ^22.25 ^22.26 ^22.27 ^22.28 ^22.29 ^22.30 ^22.31 ^22.32 ^22.33 ^22.34 ^22.35 ^22.36 ^22.37 ^22.38 ^22.39 ^22.40 ^22.41 ^22.42 ^22.43 ^22.44 ^22.45 ^22.46 ^22.47 ^22.48 ^22.49 ^22.50 ^22.51 ^22.52 ^22.53 ^22.54 ^22.55 ^22.56 ^22.57 ^22.58 ^22.59 ^22.60 ^22.61 ^22.62 ^22.63 ^22.64 ^22.65 ^22.66 ^22.67 ^22.68 ^22.69 ^22.70 ^22.71 ^22.72 ^22.73 ^22.74 ^22.75 ^22.76 ^22.77 ^22.78 ^22.79 ^22.80 ^22.81 ^22.82 ^22.83 ^22.84 ^22.85 ^22.86 ^22.87 ^22.88 ^22.89 ^22.90 ^22.91 ^22.92 ^22.93 ^22.94 ^22.95 ^22.96 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) ↑ ^23.00 ^23.01 ^23.02 ^23.03 ^23.04 ^23.05 ^23.06 ^23.07 ^23.08 ^23.09 ^23.10 ^23.11 ^23.12 ^23.13 ^23.14 ^23.15 ^23.16 ^23.17 ^23.18 ^23.19 ^23.20 ^23.21 ^23.22 ^23.23 ^23.24 ^23.25 ^23.26 ^23.27 ^23.28 ^23.29 ^23.30 ^23.31 ^23.32 ^23.33 ^23.34 ^23.35 ^23.36 ^23.37 ^23.38 ^23.39 ^23.40 ^23.41 ^23.42 ^23.43 ^23.44 ^23.45 ^23.46 ^23.47 ^23.48 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) ↑ w/o generation designation ↑ ^25.0 ^25.1 ^25.2 ^25.3 ^25.4 ^25.5 Gearset 3: 69/111 or 46/74 · 46/74 is unlikely, since the planetary gear had 14 teeth, which is fewer than the required 23 teeth · 21 teeth in the 69/111 configuration is acceptable for non-commercial vehicles ↑ The new BMW M760 Li xDrive · BMW Media Information Germany · 02/2016 · P. 23 · German: Der neue BMW M760 Li xDrive · BMW Medieninformation Deutschland · BMW Media Information Germany · 02/2016 · S. 23 · and The new BMW M760 Li xDrive · Technical Specifications · BMW Media Information Austria · 01/2017 · P. 2 · German: Der neue BMW M760 Li xDrive · Technische Daten · BMW Medieninformation Österreich · 01/2017 · S. 2 · 800 N⋅m (590 lb⋅ft)^[20]^[3] ↑ narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · Alpina B3 Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[21]^[3] ↑ Technical specifications · The new BMW 3 Series Sedan · BMW Media Information · 03/2019 · p. 2: BMW 320i Sedan · 300 N⋅m (221 lb⋅ft)^[22]^[3] ↑ loc. cit. · p. 10: BMW M340i xDrive Sedan · 500 N⋅m (369 lb⋅ft)^[22]^[3] ↑ wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · loc. cit. · p. 18: BMW 330d Sedan · 580 N⋅m (428 lb⋅ft)^[22]^[3] and Alpina D3 S Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[23] ↑ narrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022^[24]^[25] The all-new BMW M5 · Market launch June 2024^[26]^[27] ↑ wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series · Market launch 2022/2023^[28]^[29] Alpina XB7 AWD · Technical Data^[30] ↑ w/o hydraulic torque converter · narrow total ratio span of 4.2^[5] ↑ based on the same gearset concept as the 8HP transmissions^[31]^[32] ↑ Automatic Powershift Transmission for Trucks^[33] ↑ ^36.0 ^36.1 higher torque on demand^[6] ↑ ^37.0 ^37.1 ^37.2 ^37.3 ^37.4 Gearset 1 & 2 (& 3): 65/115 or 52/92 · 52/92 is unlikely, since the planetary gear had 20 teeth, which is fewer than the required 23 teeth · 25 teeth in the 65/115 configuration is good and essential for commercial vehicles ↑ Automatic Powershift Transmission for Special vehicles^[34]^[35] ↑ Permanently coupled elements S₁ and S₂ C₁ and R₄ R₂ and S₃ R₃ and S₄ ↑ Blocks S₁ and S₂ ↑ Blocks R₁ ↑ Couples R₃ and S₄ with the input (turbine) ↑ Couples C₃ with C₄ ↑ Couples R₂ and S₃ with R₃ and S₄ ↑ ^45.0 ^45.1 ^45.2 ^45.3 Ordinary noted For direct determination of the gear ratio ↑ ^46.0 ^46.1 ^46.2 ^46.3 Elementary noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of the torque conversion ratio and efficiency

Applications

Variants and applications
Model	Max. torque petrol diesel	Car Model^{[lower-alpha 1]}^{[lower-alpha 2]}

2008: Pilot series (8HP 70 only) · 2010: 1st generation
8HP 45	450 N⋅m (332 lb⋅ft) 500 N⋅m (369 lb⋅ft)	BMW 1 Series (F20) BMW X1 (E84) BMW 2 Series (F22) M235i BMW 3 Series (F30) BMW 4 Series (F32) BMW 5 Series (F10/F11) BMW 6 Series (F06/F12/F13) BMW 7 Series (F01/F02) BMW X3 (F25) BMW X4 (F26) BMW X5 (E70) 35i BMW X5 (F15) BMW X6 (F16) BMW Z4 (E89) Jaguar XE Jaguar XF (X250) (2013–2015) Jaguar XJ (2013–2019) Lancia Thema V6 Land Rover Range Rover (L322) (2011–2012) Land Rover Range Rover (L405) (2012–2022) Land Rover Range Rover Velar I4 (2017–)
Torqueflite 845RE^[36]	450 N⋅m (332 lb⋅ft) 500 N⋅m (369 lb⋅ft)	Chrysler 300 3.6 L Pentastar V6 (2011–2023)^[37] Chrysler 300 C Dodge Challenger 3.6 L Pentastar V6 (2015–2023) Dodge Charger 3.6 L Pentastar V6 (2012–2023)^[38] Dodge Durango^[39]^[40] 3.6 L Pentastar V6 (2014–2017) Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2014–2016) Ram 1500 3.6 L Pentastar V6^[41]^[42]^[43] (2012–2019)
8HP 55	650 N⋅m (479 lb⋅ft) 650 N⋅m (479 lb⋅ft)	Audi A4 North American (US) B8/8.5 Quattro Versions^[44] (2011–2016) Audi A5 North American (US) B8/8.5 Quattro Versions (2011–2016) Audi A6 (C7) Audi A7 (C7) Audi A6 Hybrid (C7) Audi S4 (B9) Audi S5 (B9)
8HP 65	650 N⋅m (479 lb⋅ft) 650 N⋅m (479 lb⋅ft)	Audi A4 (B9) Audi A6 Hybrid (C7 PHEV) PR China^[45] Audi A6 (C8) Audi A7 (C8) Audi Q7 (4M) Audi Q8 Audi A8 (D4) Audi A8 (D5) Audi S6 (C8) Porsche Cayenne (2018-) Volkswagen Touareg (2018-)
8HP 70 Pilot & 1st	700 N⋅m (516 lb⋅ft) 700 N⋅m (516 lb⋅ft)	Alpina B3 (F30/F31) Alpina D3 (F30/F31) Alpina B3 (G20/G21) Alpina D3 (G20/G21) Alpina B4 (F32/F33) Alpina D4 (F32/F33) Alpina XD4 Aston Martin Rapide S 2014–2020^[46] Aston Martin Vanquish 2015–2018 Audi Q5 8AT version BMW 3 Series (F30) 330d & 335d BMW 4 Series (F32) 430d & 435d BMW 5 Series (F10/F11) BMW 7 Series (F01/F02) BMW X5 (E70) 50i Chrysler 300 5.7 L HEMI V8 (2015–2023) Dodge Challenger 5.7 L HEMI V8 (2015–2023) Dodge Charger 5.7 L HEMI V8 (2015–2023) Dodge Charger 6.4 L HEMI V8 Dodge Durango^[39]^[40] 5.7 L HEMI V8 Dodge Durango^[39]^[40] 6.4 L HEMI V8 Haval H9 (2017–) Iveco Daily (2014–)^[47] Jaguar F-Type V6 & V8 Jaguar XE 35t Jaguar XF (X250) (2013–2015) Jaguar XJ (2013–2019) Jeep Grand Cherokee (WK2) 5.7 L HEMI V8 Engine Code [T] EZH & 6.4 L HEMI V8 Engine Code [J] ESG (2014–2021) Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2014–2016) Jeep Grand Cherokee WL & L 5.7 L HEMI V8 (2021–) Land Rover Discovery LR4 (2009–2016) Land Rover Range Rover Sport L320 SDV6 only (2012–2013) Land Rover Range Rover (L322) TDV8 only (2011–2012) Land Rover Range Rover (L405) (2012–2022) Land Rover Range Rover Sport L494 (2012–) Land Rover Range Rover Velar V6 & V8 (2017–) MAN TGE (longitudinal engine only) (2017–) Maserati Ghibli (M157) Maserati Grecale Maserati Levante Maserati Quattroporte^[48] (2013–2023) Morgan Plus Six Porsche Panamera Diesel & Hybrid models only (2009–2016) Porsche Cayenne (2011–2018) Ram 1500 5.7 L HEMI V8^[41]^[42]^[43] (2012–2019) Ram 1500 3.0 L EcoDiesel V6^[41]^[42]^[43] (2013–2019) Rolls-Royce Phantom VII Rolls-Royce Phantom VIII Volkswagen Touareg (2018-) Volkswagen Amarok (2012–2020) Volkswagen Crafter SY/SZ (longitudinal engine only) (2017–)
8HP 90	900 N⋅m (664 lb⋅ft) 1,000 N⋅m (738 lb⋅ft)	Audi A8 (D4) Audi RS6 (C7) Bentley Mulsanne (2010) Bentley Continental GT 2nd gen. (2011–2018) BMW 760i/Li (F01/F02)^[45] Dodge Challenger SRT Hellcat 6.2 L HEMI V8 Supercharged Dodge Charger SRT Hellcat 6.2 L HEMI V8 Supercharged Porsche Cayenne (2011–2018) Turbo models and V8 Diesel only Rolls-Royce Ghost^[49] Bufori CS8 Rolls-Royce Wraith (2013) Volkswagen Touareg V8 TDI only (2018-)
2014: 2nd generation
8HP 50	500 N⋅m (369 lb⋅ft) 500 N⋅m (369 lb⋅ft)	Alfa Romeo Giulia Alfa Romeo Stelvio BMW 1 Series (F20) LCI BMW X1 (E84) BMW 2 Series (F22) M240i BMW 3 Series (F30) LCI BMW 4 Series (F32) LCI BMW 5 Series (F10//F11) BMW 5 Series (G30/G31) BMW 7 Series (G11/G12) BMW X3 20D (G01) BMW X3 30i (G01) BMW X3 M40i (G01) BMW X4 20D (G02) BMW X4 30i (G02) BMW X4 M40i (G02) BMW X7 Jaguar F-Pace (2016–) Jaguar XF (X260) (2016–2024) Jaguar XJ (2013–2019) Land Rover Defender (L663) (2019–) Land Rover Range Rover (L405) (2012–2022) Land Rover Range Rover (L460) (2022–) Maserati Grecale Hongqi H9 V6 (2024–) CMC Zinger (2023–)
Torqueflite 850RE^[50]	500 N⋅m (369 lb⋅ft) 500 N⋅m (369 lb⋅ft)	Dodge Charger Pursuit V6 (2021–2023) Dodge Durango^[39]^[40] 3.6 L Pentastar V6 (2017–) Jeep Gladiator (JT) 3.6 L Pentastar V6 (2019–) Jeep Grand Cherokee (WK2) 3.6 L Pentastar V6 (2017–2021) Jeep Grand Cherokee WL & L 2.0 L I4 (2021–) Jeep Grand Cherokee WL & L 3.6 L Pentastar V6 (2021–) Jeep Wrangler/Unlimited (JL) 2.0 L I4 Hurricane Turbocharged (2017–) Jeep Wrangler/Unlimited (JL) 3.6 L Pentastar V6 (2017–) Ram 1500 (DT) 3.6 L Pentastar V6 (2019–)
8HP 75	700 N⋅m (516 lb⋅ft) ^[51] 740 N⋅m (546 lb⋅ft) ^[51]	Alfa Romeo Giulia Quadrifoglio Alfa Romeo Stelvio Quadrifoglio Alpina B5 (G30/G31) Alpina D5 (G30/G31) Alpina B6 (F12) Gran Coupé (2014) Alpina XD3 Alpina XB7 Aston Martin DB11 Aston Martin Vantage (2018) V8 BMW 5 Series (G30/G31) BMW M5 (F90) BMW 7 Series (G11/G12)^[52] BMW X3 30D (G01) BMW X5 (F15)^[53] BMW X5 M (F85) BMW X6 M (F86) BMW X7 Jaguar F-Pace (2016–) Jaguar XF (X260) (2016–2024) Jaguar XJ (2013–2019) Jeep Gladiator (JT) 3.0 L EcoDiesel V6 (2020–2023) Jeep Grand Cherokee (WK2) 3.0 L EcoDiesel V6 (2017–2021) Jeep Wagoneer/Grand Wagoneer (WS) (2021–) Jeep Wrangler 392 (2021–) Jeep Wrangler/Unlimited (JL) 6.4 L HEMI V8 (2021–) Jeep Wrangler/Unlimited (JL) 3.0 L EcoDiesel V6 (2020–2023) JMC Vigus Land Rover Defender (L663) (2019–) Land Rover Discovery L462 (2017–) Land Rover Range Rover (L405) (2012–2022) Land Rover Range Rover (L460) (2022–) Ram 1500 (DT) 5.7 L HEMI V8 (2019–) Ram 1500 (DT) 3.0 L EcoDiesel V6 (2019–2023)
8HP 75-LCV	700 N⋅m (516 lb⋅ft) ^[51] 740 N⋅m (546 lb⋅ft) ^[51]	Ram 2500 6.4 L HEMI V8 (2018–) Ram 3500 6.4 L HEMI V8 (2018–)
8HP 95	900 N⋅m (664 lb⋅ft) 1,000 N⋅m (738 lb⋅ft)	Aston Martin DBS Superleggera^[46] Audi S8 Audi RS6^[54] Audi RS 7^[55] Audi SQ7 Audi Q8 Audi RS Q8 Bentley Bentayga Bentley Flying Spur (2013) 2014–2019 BMW M760i/Li^[45] Dodge Durango^[39]^[40] SRT Hellcat 6.2 L HEMI V8 Supercharged Jeep Grand Cherokee (WK2) SRT Trackhawk 6.2 L HEMI V8 Supercharged Lamborghini Urus Porsche Cayenne Turbo models only (2018-) Ram 1500 (DT) TRX 6.2 L HEMI V8 Supercharged (2021–2024, 2027–) Rolls-Royce Ghost Black Badge Rolls-Royce Wraith (2013) Black Badge Rolls-Royce Dawn Black Badge Rolls-Royce Cullinan Volkswagen Touareg V8 TDI only (2018-)
2018: 3rd generation
8HP 51	500 N⋅m (369 lb⋅ft) 500 N⋅m (369 lb⋅ft)	BMW 2 Series (G42) BMW 3 Series (G20) BMW 4 Series (G22) BMW Z4 (G29) BMW X3 M40i (G01) BMW X4 M40i (G02) Jaguar XE 20d RWD (2019–2024) Morgan Plus Four Toyota GR Supra Ineos Grenadier (petrol version)
8HP 76	760 N⋅m (561 lb⋅ft) 760 N⋅m (561 lb⋅ft)	Alpina B7 (G11/12)^[56] Alpina B8 BMW 3 Series (G20/G21) M340dX & 330d & 330dX BMW 4 Series (G22/G23) M440dX & 430d & 430dX BMW M3 (G80/G81) BMW M5 (F90) BMW M8 (F91/F92/F93) BMW 730d (G11/G12) LCI BMW 8 Series (G15) BMW X5 (F95) M BMW X7 Ineos Grenadier (diesel version)
2022: 4th generation
8HP 80	800 N⋅m (590 lb⋅ft) 800 N⋅m (590 lb⋅ft)	BMW 7 Series (G70/G73) BMW X5 (G05) BMW X5 M (F95) BMW X6 (G06) BMW X6 M (F96) BMW X7(G07 LCI) Alpina XB7 (G07) Hongqi Guoya
Torqueflite 880RE	800 N⋅m (590 lb⋅ft) 800 N⋅m (590 lb⋅ft)	Dodge Charger (2024) 3.0 L Hurricane twin-turbo I6
8HP 100	1,000 N⋅m (738 lb⋅ft) 1,000 N⋅m (738 lb⋅ft)	BMW XM (G09) BMW M5 (G90/G99)
1st–3rd generation
8HP 30	300 N⋅m (221 lb⋅ft) 300 N⋅m (221 lb⋅ft)	BMW 1 Series (F20) 116i BMW X1 (E84)
Various
8HP TBD	TBD TBD	AEBI MT750 Great Wall Pao (2019–) Great Wall Tank 300 (2020–) Haval H8 (2017–2018) Ineos Grenadier VinFast LUX A2.0 VinFast LUX SA2.0

↑ Passenger cars only ↑ without any claim of completeness

References

↑ "US Patent 8,105,196 B2: Automatic Transmission Gear And Clutch Arrangement". US Patent Office. 2012-01-31. https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US8105196.pdf.
↑ ^2.0 ^2.1 ^2.2 ^2.3 ^2.4 ^2.5 ^2.6 ^2.7 Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". The Truth About Cars. https://www.thetruthaboutcars.com/2014/03/saturation-dive-zf-8-speed-automatic/.
↑ ^3.00 ^3.01 ^3.02 ^3.03 ^3.04 ^3.05 ^3.06 ^3.07 ^3.08 ^3.09 ^3.10 ^3.11 ^3.12 2nd generation and 3rd generation "Efficient And Dynamic · ZF Gearbox Brochure". 1 September 2017. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf.
↑ ^4.0 ^4.1 ^4.2 ^4.3 ^4.4 Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". https://www.zf.com/products/en/cars/stories/8hpgen4.html.
↑ ^5.0 ^5.1 ^5.2 "Durable and fast – ZF Race Transmissions". https://www.zf.com/products/media/zf_race_engineering/motorsports/downloads_2/ZF_RE_Factsheet_Motorsport-Transmissions_EN_001508000203.pdf.
↑ ^6.0 ^6.1 ^6.2 "Data Sheet - PowerLine". https://www.zf.com/public/org/Data-sheet_PowerLine_71773.pdf.
↑ "All-Wheel Vehicles - ZF" (in en). https://www.zf.com/products/en/special_vehicles/productfinder/all_wheel_vehicles/all_wheel_vehicles.html.
↑ Duane, Salerno (25 April 2019). "Reviewed: Chrysler Group's 8 speed automatic transmission". https://www.salernoduanesummit.com/blog/2014/july/30/grab-chryslers-8-speed-automatic-transmission-save-2-5-billion-fuel.htm.
↑ Ram ZF 8 Speed Automatic Transmission TorqueFlite 8 ZF 8HP70. 29 September 2014. Archived from the original on 15 December 2021. Retrieved 10 May 2019 – via YouTube.
↑ "ZF and Chrysler Reach Agreement for new 8-Speed Automatic Transmissions". http://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21750056.
↑ "8-Speed Automatic Transmission". ZF Friedrichshafen AG. http://www.zf.com/corporate/en_de/products/product_range/cars/cars_8_speed_automatic_transmission.shtml.
↑ ^12.0 ^12.1 "The freedom to exceed limits". ZF Friedrichshafen AG.. https://brainfunkers.co/blog/files/file_008971%20-%20The%20freedom%20to%20exceed%20limits.pdf.
↑ "ZF showcasing second-generation 8HP 8-speed transmission at NAIAS; additional 3% boost in fuel savings". http://www.greencarcongress.com/2015/01/20150118-zf.html.
↑ "Transmission technology from ZF". https://www.zf.com/global/media/product_media/cars_5/cars_driveline_8_speed_automatic_transmission/pdf_3/zf_pkw_getriebebroschuere2017_de_web.pdf.
↑ "Fuel saving and minimizing CO2 emissions". ZF Friedrichshafen AG. http://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/lower_consumption/lower_consumption.html.
↑ Hanlon, Mike (4 May 2007). "ZF Develops 8-Sped automatic". Gizmag. http://www.gizmag.com/go/7188/.
↑ "Maximum driving enjoyment with maximum agility". ZF Friedrichshafen AG. http://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/more_driving_enjoyment/more_driving_enjoyment.html.
↑ ^18.00 ^18.01 ^18.02 ^18.03 ^18.04 ^18.05 ^18.06 ^18.07 ^18.08 ^18.09 ^18.10 ^18.11 ^18.12 ^18.13 ^18.14 "8HP 70 Repair Manual · Picture 10106". 2014. p. 110. https://avtgr.ru/upload/data/pdf/zf_instructions/8HP70.pdf.
↑ ^19.00 ^19.01 ^19.02 ^19.03 ^19.04 ^19.05 ^19.06 ^19.07 ^19.08 ^19.09 ^19.10 ^19.11 ^19.12 "8HP 55A Repair Manual · Picture 10106". 2014. p. 169. https://avtgr.ru/upload/data/pdf/zf_instructions/8HP55A.pdf.
↑ "The new BMW M760 Li xDrive. Technical data". January 2017. https://www.press.bmwgroup.com/austria/article/attachment/T0267754DE/378234. · German: Der neue BMW M760 Li xDrive. Technische Daten
↑ "Technical Data: Alpina Automobiles". https://www.alpina-automobiles.com/en/models/b3/technical-data/.
↑ ^22.0 ^22.1 ^22.2 "Specifications of the all-new BMW 3 Series Sedan, valid from 03/2019". https://www.press.bmwgroup.com/global/article/detail/T0299451EN/specifications-of-the-all-new-bmw-3-series-sedan-valid-from-03/2019.
↑ "Technical Data: Alpina Automobiles". https://www.alpina-automobiles.com/en/models/d3-s/technical-data/.
↑ "The first-ever BMW XM". 2022-09-28. https://www.press.bmwgroup.com/global/article/detail/T0403971EN/the-first-ever-bmw-xm?language=en.
↑ "Technical Specifications · BMW XM". 2022-09-28. https://www.press.bmwgroup.com/global/article/attachment/T0403971EN/572783.
↑ "The all-new BMW M5". 2024-06-26. https://www.press.bmwgroup.com/global/article/detail/T0443252EN/the-all-new-bmw-m5?language=en.
↑ "Technical Specifications · BMW M5". 2024-06-26. https://www.press.bmwgroup.com/global/article/attachment/T0443252EN/621216.
↑ "Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series". 2022-09-28. https://www.press.bmwgroup.com/global/article/detail/T0404080EN/progress-and-efficiency-with-added-variety:-additional-drive-system-variants-and-innovations-for-the-new-bmw-7-series?language=en.
↑ "Technical specifications · BMW 7 series · 740d xDrive". 2022-09-28. https://www.press.bmwgroup.com/global/article/attachment/T0404080EN/609753.
↑ "Technical Data: Alpina Automobiles". 2024. https://www.alpina-automobiles.com/en/models/xb7/technical-data/.
↑ "PowerLine > Powershift Transmission - ZF". https://www.zf.com/products/en/special_vehicles/products_64421.html.
↑ "ZF PowerLine - 8 Speed Automatic Transmission". https://www.zf.com/public/org/PowerLineFlyer_NorthAmerica_web_91412.pdf.
↑ "Product Overview - Transmission & E-Mobility Driveline Systems for Trucks & Vans". p. 7. https://www.zf.com/master/media/products_1/commercial_vehicles/footer_1/brochures_trucks_buses/2020_3/TT_Product_Overview_DE_EN_LowRes.pdf.
↑ ^34.0 ^34.1 Efficient Torque Converter Automatic Transmission for Commercial Vehicles (ZF 8AP) · Winfried Gründler · Herbert Mozer · Frank Sauter: ATZ worldwide 06/2017 · pp. 36–39
↑ "The New Driving Experience - 8-speed automatic transmission ZF-PowerLine". https://www.zf.com/public/org/Flyer_PowerLine-Special-Vehicles_en_72128.pdf.
↑ "New Eight Speed Transmission Introduced by Chrysler". http://media.chrysler.com/newsrelease.do?id=11378&mid=2.
↑ "America's First Luxury Sedan With Eight-speed Automatic Transmission". http://media.chrysler.com/newsrelease.do?id=11039&mid=3.
↑ "2012 Chrysler Fleet Buying Guide". https://www.fleet.chrysler.com/v7fleet/StaticFiles/files/general/12MY_Chrysler_Fleet_Buyer%27s_Guide.pdf.
↑ ^39.0 ^39.1 ^39.2 ^39.3 ^39.4 "SEC filing reveals new V6 and 8-speed transmission for Ram". http://www.autoblog.com/2012/03/08/sec-filing-reveals-new-v6-and-8-speed-transmission-for-ram/.
↑ ^40.0 ^40.1 ^40.2 ^40.3 ^40.4 "2014 Dodge Durango Bows With Eight-Speed". http://www.autoblog.com/2013/03/28/2014-dodge-durango-video-new-york/.
↑ ^41.0 ^41.1 ^41.2 "2013 Ram 1500 Unveiled With Eight-Speed". http://www.autoblog.com/2012/04/05/2013-ram-1500-unveiled-with-eight-speed-auto-start-stop-air-su/.
↑ ^42.0 ^42.1 ^42.2 "ZF to Supply 8-Speed Automatic Transmission to new 2013 Ram 1500 Pick-up Truck". ZF Friedrichshafen AG. http://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21907432.
↑ ^43.0 ^43.1 ^43.2 "2013 Ram 1500 Crew Cab SLT 4x4 [w/video"]. Autoblog.com. http://www.autoblog.com/2012/08/24/2013-ram-1500-crew-cab-slt-4x4-first-drive-review-video/.
↑ Audi. "Audi 8-speed to replace 6-speed automatic across most of range" (in en). https://www.motor1.com/news/21690/audi-8-speed-to-replace-6-speed-automatic-across-most-of-range/.
↑ ^45.0 ^45.1 ^45.2 "Getriebekatalog Abfrage – Technische Daten –". http://www.zfservis.sk/subory/8-speed.pdf.
↑ ^46.0 ^46.1 "Aston Martin Automatic Gearboxes". JT Automatics Ltd. http://www.automatic-gearbox.co.uk/aston-martin-gearboxes/.
↑ "On Tour With More Comfort ZF Delivers 8-Speed Automatic Transmission for New Iveco Daily". http://www.zf.com/corporate/en/magazine/technology/8hp_iveco_daily.html.
↑ "2014 Maserati Quattroporte [w/video"]. http://www.autoblog.com/2012/12/12/2014-maserati-quattroporte-first-drive-review-video/.
↑ "RR ghost specification". http://www.rolls-roycemotorcars.com/ghost/specification.
↑ "New Generation of the 8HP in the BMW 5 Series". http://www.zf.com/corporate/en/magazine/technology/8hp_2_generation.html.
↑ ^51.0 ^51.1 8HP 75 Data Sheet · p. 4 · Saarbruecken 2016
↑ "2016 BMW 7 Series Sedan: Teutonic Technology". 24 September 2015. http://www.tflcar.com/2015/09/2016-bmw-7-series-sedan-test-drive-review/.
↑ "BMW Model Year Actions – July and August 2014". http://f10.5post.com/forums/attachment.php?attachmentid=1068105/.
↑ "New vehicles with ZF technology". http://www.zf.com/corporate/en/company/organization/references/success_news/success_news.html.
↑ "New vehicles with ZF technology (Japan)". http://www.zf.com/ap/content/en/japan/corporate_jp/news_jp/press_jp/press_release.jsp?newsId=21804584.
↑ "BMW Alpina B7 Long-wheelbase AWD Technical Data". https://www.alpina-automobiles.com/en/models/b7/technical-data/.

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Original source: https://en.wikipedia.org/wiki/ZF 8HP transmission. Read more

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

[Forward-4] 2.0 ^2.1 Forward gears only

[5] Hydraulic torque converter · German: Hydraulischer Wandler oder Drehmomentwandler

[Planetary-6] 4.0 ^4.1 Planetary gearing · German: Planetenradsätze

[7] w/o generation designation

[11] Automatic

[12] Powershift

[Torque-14] 8.0 ^8.1 higher torque on demand^[6]

[25] Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components.
It depends on the power flow:
parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

serial: in-line combined planetary gearsets without using the two degrees of freedom
to increase the number of gears

a corresponding increase in the number of components is unavoidable

[10] parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

[11] to increase the number of gears

[12] with unchanged number of components

[13] serial: in-line combined planetary gearsets without using the two degrees of freedom
to increase the number of gears

a corresponding increase in the number of components is unavoidable

[14] to increase the number of gears

[15] rresponding increase in the number of components is unavoidable

[Progress-26] 2.0 ^2.1 ^2.2 ^2.3 ^2.4 ^2.5 Innovation elasticity classifies progress and market position
Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization

The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation
negative, if the output increases and the input decreases, is perfect

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[17] Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints

[18] Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization

[19] The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation
negative, if the output increases and the input decreases, is perfect

2 or above is good

1 or above is acceptable (red)

below this is unsatisfactory (bold)

[20] negative, if the output increases and the input decreases, is perfect

[21] 2 or above is good

[22] 1 or above is acceptable (red)

[23] below this is unsatisfactory (bold)

[27] Direct predecessor
To reflect the progress of the specific model change

[25] To reflect the progress of the specific model change

[Rev-28] 4.0 ^4.1 ^4.2 ^4.3 plus 1 reverse gear

[29] which 2 gearsets are combined as a compound Ravigneaux gearset

[30] Reference standard (benchmark)
3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance

It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market

What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs

All transmission variants consist of 7 main components

Typical examples are
Turbo-Hydramatic from GM

Cruise-O-Matic from Ford

TorqueFlite from Chrysler

Detroit Gear from BorgWarner for Studebaker

BW-35 from BorgWarner and as T35 from Aisin

3N 71 from Nissan/Jatco

3 HP from ZF Friedrichshafen

W3A 040 and W3B 050 from Mercedes-Benz

[29] 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance

[30] It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market

[31] What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs

[32] All transmission variants consist of 7 main components

[33] Typical examples are
Turbo-Hydramatic from GM

Cruise-O-Matic from Ford

TorqueFlite from Chrysler

Detroit Gear from BorgWarner for Studebaker

BW-35 from BorgWarner and as T35 from Aisin

3N 71 from Nissan/Jatco

3 HP from ZF Friedrichshafen

W3A 040 and W3B 050 from Mercedes-Benz

[34] Turbo-Hydramatic from GM

[35] Cruise-O-Matic from Ford

[36] TorqueFlite from Chrysler

[37] Detroit Gear from BorgWarner for Studebaker

[38] BW-35 from BorgWarner and as T35 from Aisin

[39] 3N 71 from Nissan/Jatco

[40] 3 HP from ZF Friedrichshafen

[41] W3A 040 and W3B 050 from Mercedes-Benz

[32] Revised 14 January 2026
Nomenclature
$S_{n} =$ sun gear: number of teeth

$R_{n} =$ ring gear: number of teeth

$C_{n} =$ carrier or planetary gear carrier (not needed)

$s_{n} =$ sun gear: shaft speed

$r_{n} =$ ring gear: shaft speed

$c_{n} =$ carrier or planetary gear carrier: shaft speed
With $n =$ gear is
$i_{n} =$ gear ratio or transmission ratio

$ω_{1; n} = ω_{t} =$ shaft speed shaft 1: input (turbine) shaft

$ω_{2; n} =$ shaft speed shaft 2: output shaft

$T_{1; n} = T_{t} =$ torque shaft 1: input (turbine) shaft

$T_{2; n} =$ torque shaft 2: output shaft

$μ_{n} =$ torque ratio or torque conversion ratio

$η_{n} =$ efficiency

$i_{0} =$ stationary gear ratio

$η_{0} =$ (assumed) stationary gear efficiency

[43] $S_{n} =$ sun gear: number of teeth

[44] $R_{n} =$ ring gear: number of teeth

[45] $C_{n} =$ carrier or planetary gear carrier (not needed)

[46] $s_{n} =$ sun gear: shaft speed

[47] $r_{n} =$ ring gear: shaft speed

[48] $c_{n} =$ carrier or planetary gear carrier: shaft speed

[49] $i_{n} =$ gear ratio or transmission ratio

[50] $ω_{1; n} = ω_{t} =$ shaft speed shaft 1: input (turbine) shaft

[51] $ω_{2; n} =$ shaft speed shaft 2: output shaft

[52] $T_{1; n} = T_{t} =$ torque shaft 1: input (turbine) shaft

[53] $T_{2; n} =$ torque shaft 2: output shaft

[54] $μ_{n} =$ torque ratio or torque conversion ratio

[55] $η_{n} =$ efficiency

[56] $i_{0} =$ stationary gear ratio

[57] $η_{0} =$ (assumed) stationary gear efficiency

[Gear_Ratio-33] 2.00 ^2.01 ^2.02 ^2.03 ^2.04 ^2.05 ^2.06 ^2.07 ^2.08 ^2.09 ^2.10 ^2.11 ^2.12 ^2.13 ^2.14 ^2.15 ^2.16 ^2.17 ^2.18 ^2.19 ^2.20 ^2.21 ^2.22 ^2.23 ^2.24 ^2.25 ^2.26 ^2.27 ^2.28 Gear ratio (transmission ratio) $i_{n}$
— speed conversion —
The gear ratio $i_{n}$ is the ratio of
input shaft speed $ω_{1; n}$

to output shaft speed $ω_{2; n}$

and therefore corresponds to the reciprocal of the shaft speeds
$i_{n} = \frac{1}{\frac{ω_{2; n}}{ω_{1; n}}} = \frac{ω_{1; n}}{ω_{2; n}} = \frac{ω_{t}}{ω_{2; n}}$

[59] The gear ratio $i_{n}$ is the ratio of
input shaft speed $ω_{1; n}$

to output shaft speed $ω_{2; n}$

[60] ut shaft speed $ω_{1; n}$

[61] to output shaft speed $ω_{2; n}$

[62] therefore corresponds to the reciprocal of the shaft speeds
$i_{n} = \frac{1}{\frac{ω_{2; n}}{ω_{1; n}}} = \frac{ω_{1; n}}{ω_{2; n}} = \frac{ω_{t}}{ω_{2; n}}$

[63] $i_{n} = \frac{1}{\frac{ω_{2; n}}{ω_{1; n}}} = \frac{ω_{1; n}}{ω_{2; n}} = \frac{ω_{t}}{ω_{2; n}}$

[Torque_Ratio-34] 3.00 ^3.01 ^3.02 ^3.03 ^3.04 ^3.05 ^3.06 ^3.07 ^3.08 ^3.09 ^3.10 ^3.11 ^3.12 ^3.13 ^3.14 ^3.15 ^3.16 ^3.17 ^3.18 ^3.19 ^3.20 ^3.21 ^3.22 ^3.23 ^3.24 ^3.25 Torque ratio (torque conversion ratio) $μ_{n}$
— torque conversion —
The torque ratio $μ_{n}$ is the ratio of
output torque $T_{2; n}$

to input torque $T_{1; n}$

minus efficiency losses

and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$μ_{n} = i_{n} η_{n; η_{0}} = \frac{ω_{1; n} η_{n; η_{0}}}{ω_{2; n}} = \frac{T_{2; n} η_{n; η_{0}}}{T_{1; n}}$

whereby $η_{n; η_{0}}$ may vary from gear to gear according to the formulas listed in this table and $0 \leq η_{n; η_{0}} \leq 1$

[65] The torque ratio $μ_{n}$ is the ratio of
output torque $T_{2; n}$

to input torque $T_{1; n}$

minus efficiency losses

[66] utput torque $T_{2; n}$

[67] to input torque $T_{1; n}$

[68] us efficiency losses

[69] therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$μ_{n} = i_{n} η_{n; η_{0}} = \frac{ω_{1; n} η_{n; η_{0}}}{ω_{2; n}} = \frac{T_{2; n} η_{n; η_{0}}}{T_{1; n}}$

whereby $η_{n; η_{0}}$ may vary from gear to gear according to the formulas listed in this table and $0 \leq η_{n; η_{0}} \leq 1$

[70] $μ_{n} = i_{n} η_{n; η_{0}} = \frac{ω_{1; n} η_{n; η_{0}}}{ω_{2; n}} = \frac{T_{2; n} η_{n; η_{0}}}{T_{1; n}}$

[71] whereby $η_{n; η_{0}}$ may vary from gear to gear according to the formulas listed in this table and $0 \leq η_{n; η_{0}} \leq 1$

[Efficiency-35] 4.00 ^4.01 ^4.02 ^4.03 ^4.04 ^4.05 ^4.06 ^4.07 ^4.08 ^4.09 ^4.10 ^4.11 ^4.12 ^4.13 ^4.14 ^4.15 ^4.16 ^4.17 ^4.18 ^4.19 ^4.20 ^4.21 Efficiency
The efficiency $η_{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$η_{n} = \frac{μ_{n}}{i_{n}}$

Power loss for single meshing gears
is in the range of 1 % to 1.5 %

helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range
Corridor for torque ratio and efficiency
in planetary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

for reasons of simplification, the efficiency for both meshes together is commonly specified there

the efficiencies $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $η_{0} = 0.9800$ (upper value)

and $η_{0} = 0.9700$ (lower value)

for both interventions together

The corresponding efficiency
for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$

at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[73] The efficiency $η_{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$η_{n} = \frac{μ_{n}}{i_{n}}$

[74] rom the torque ratio

[75] relation to the gear ratio (transmission ratio)

[76] $η_{n} = \frac{μ_{n}}{i_{n}}$

[77] Power loss for single meshing gears
is in the range of 1 % to 1.5 %

helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[78] s in the range of 1 % to 1.5 %

[79] r pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

[80] spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[81] tary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

[82] r reasons of simplification, the efficiency for both meshes together is commonly specified there

[83] the efficiencies $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $η_{0} = 0.9800$ (upper value)

and $η_{0} = 0.9700$ (lower value)

[84] $η_{0} = 0.9800$ (upper value)

[85] $η_{0} = 0.9700$ (lower value)

[86] r both interventions together

[87] The corresponding efficiency
for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$

at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[88] r single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$

[89] t $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

[90] $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[36] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄

Output shaft is C₄

[92] Input and output are on opposite sides

[93] Planetary gearset 1 is on the input (turbine) side

[94] Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄

[95] Output shaft is C₄

[37] Total ratio span (total gear ratio/total transmission ratio) nominal
$\frac{ω_{2; n}}{ω_{2; 1}} = \frac{\frac{ω_{2; n}}{ω_{2; 1} ω_{2; n}}}{\frac{ω_{2; 1}}{ω_{2; 1} ω_{2; n}}} = \frac{\frac{1}{ω_{2; 1}}}{\frac{1}{ω_{2; n}}} = \frac{\frac{ω_{t}}{ω_{2; 1}}}{\frac{ω_{t}}{ω_{2; n}}} = \frac{i_{1}}{i_{n}}$

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

[97] $\frac{ω_{2; n}}{ω_{2; 1}} = \frac{\frac{ω_{2; n}}{ω_{2; 1} ω_{2; n}}}{\frac{ω_{2; 1}}{ω_{2; 1} ω_{2; n}}} = \frac{\frac{1}{ω_{2; 1}}}{\frac{1}{ω_{2; n}}} = \frac{\frac{ω_{t}}{ω_{2; 1}}}{\frac{ω_{t}}{ω_{2; n}}} = \frac{i_{1}}{i_{n}}$

[98] 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

[99] wnspeeding when driving outside the city limits

[100] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[101] when driving over mountain passes or off-road

[102] r when towing a trailer

[effective-38] 7.00 ^7.01 ^7.02 ^7.03 ^7.04 ^7.05 ^7.06 ^7.07 ^7.08 ^7.09 ^7.10 ^7.11 ^7.12 ^7.13 ^7.14 ^7.15 ^7.16 ^7.17 ^7.18 ^7.19 ^7.20 ^7.21 ^7.22 ^7.23 ^7.24 ^7.25 Total ratio span (total gear ratio/total transmission ratio) effective
$\frac{ω_{2; n}}{m a x (ω_{2; 1}; | ω_{2; R} |)} = \frac{m i n (i_{1}; | i_{R} |)}{i_{n}}$

The span is only effective to the extent that
the reverse gear ratio

matches that of 1st gear

see also Standard R:1
Digression
Reverse gear
is usually longer than 1st gear

the effective span is therefore of central importance for describing the suitability of a transmission

because in these cases, the nominal spread conveys a misleading picture

which is only unproblematic for vehicles with high specific power
Market participants
Manufacturers naturally have no interest in specifying the effective span

Users have not yet formulated the practical benefits that the effective span has for them

The effective span has not yet played a role in research and teaching
Contrary to its significance
the effective span has therefore not yet been able to establish itself
either in theory

or in practice.
End of digression

[104] $\frac{ω_{2; n}}{m a x (ω_{2; 1}; | ω_{2; R} |)} = \frac{m i n (i_{1}; | i_{R} |)}{i_{n}}$

[105] The span is only effective to the extent that
the reverse gear ratio

matches that of 1st gear

[106] the reverse gear ratio

[107] tches that of 1st gear

[108] see also Standard R:1

[109] s usually longer than 1st gear

[110] the effective span is therefore of central importance for describing the suitability of a transmission

[111] use in these cases, the nominal spread conveys a misleading picture

[112] which is only unproblematic for vehicles with high specific power

[113] Manufacturers naturally have no interest in specifying the effective span

[114] Users have not yet formulated the practical benefits that the effective span has for them

[115] The effective span has not yet played a role in research and teaching

[116] the effective span has therefore not yet been able to establish itself
either in theory

or in practice.

[117] ther in theory

[118] r in practice.

[39] Ratio span's center
$(i_{1} i_{n})^{\frac{1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[120] $(i_{1} i_{n})^{\frac{1}{2}}$

[121] The center indicates the speed level of the transmission

[122] Together with the final drive ratio

[123] t gives the shaft speed level of the vehicle

[40] Average gear step
${(\frac{ω_{2; n}}{ω_{2; 1}})}^{\frac{1}{n - 1}} = {(\frac{i_{1}}{i_{n}})}^{\frac{1}{n - 1}}$

There are $n - 1$ gear steps between $n$ gears

with decreasing step width
the gears connect better to each other

shifting comfort increases

[125] ${(\frac{ω_{2; n}}{ω_{2; 1}})}^{\frac{1}{n - 1}} = {(\frac{i_{1}}{i_{n}})}^{\frac{1}{n - 1}}$

[126] There are $n - 1$ gear steps between $n$ gears

[127] with decreasing step width
the gears connect better to each other

shifting comfort increases

[128] the gears connect better to each other

[129] shifting comfort increases

[41] Sun 1: sun gear of gearset 1

[42] Ring 1: ring gear of gearset 1

[43] Sun 2: sun gear of gearset 2

[44] Ring 2: ring gear of gearset 2

[45] Sun 3: sun gear of gearset 3

[46] Ring 3: ring gear of gearset 3

[47] Sun 4: sun gear of gearset 4

[48] Ring 4: ring gear of gearset 4

[50:50-49] 18.00 ^18.01 ^18.02 ^18.03 ^18.04 ^18.05 ^18.06 ^18.07 ^18.08 ^18.09 ^18.10 ^18.11 ^18.12 ^18.13 ^18.14 ^18.15 ^18.16 ^18.17 ^18.18 ^18.19 ^18.20 ^18.21 ^18.22 ^18.23 ^18.24 ^18.25 ^18.26 ^18.27 ^18.28 ^18.29 ^18.30 ^18.31 ^18.32 ^18.33 ^18.34 ^18.35 ^18.36 ^18.37 ^18.38 ^18.39 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 4) 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)

[139] With steadily decreasing gear steps (yellow highlighted line Step)

[140] rticularly 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 4) is always smaller

[141] the lower half of the gear steps (between the small gears; rounded down, here the first 3) is always larger

[142] the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smaller

[143] than the average gear step (cell highlighted yellow two rows above on the far right)

[144] wer half: smaller gear steps are a waste of possible ratios (red bold)

[145] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-50] 19.00 ^19.01 ^19.02 ^19.03 ^19.04 ^19.05 ^19.06 ^19.07 ^19.08 ^19.09 ^19.10 ^19.11 ^19.12 ^19.13 ^19.14 ^19.15 ^19.16 ^19.17 ^19.18 ^19.19 ^19.20 ^19.21 ^19.22 ^19.23 ^19.24 ^19.25 ^19.26 ^19.27 ^19.28 ^19.29 ^19.30 ^19.31 ^19.32 ^19.33 ^19.34 ^19.35 ^19.36 ^19.37 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)

see also Total ratio span (total gear ratio/total transmission ratio) effective

[147] 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

[148] rment when maneuvering

[149] specially when towing a trailer

[150] torque converter can only partially compensate for this deficiency

[151] Plus 11.11 % minus 10 % compared to 1st gear is good

[152] Plus 25 % minus 20 % is acceptable (red)

[153] Above this is unsatisfactory (bold)

[154] see also Total ratio span (total gear ratio/total transmission ratio) effective

[1:2-51] 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)

[156] With continuously decreasing gear steps (yellow marked line Step)

[157] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[158] r a good speed connection and

[159] smooth gear shift

[160] ust 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)

[161] A gear ratio of up to 1.6667 : 1 (5 : 3) is good

[162] Up to 1.7500 : 1 (7 : 4) is acceptable (red)

[163] Above is unsatisfactory (bold)

[LS-52] 21.00 ^21.01 ^21.02 ^21.03 ^21.04 ^21.05 ^21.06 ^21.07 ^21.08 ^21.09 ^21.10 ^21.11 From large to small gears (from right to left)

[Step-53] 22.00 ^22.01 ^22.02 ^22.03 ^22.04 ^22.05 ^22.06 ^22.07 ^22.08 ^22.09 ^22.10 ^22.11 ^22.12 ^22.13 ^22.14 ^22.15 ^22.16 ^22.17 ^22.18 ^22.19 ^22.20 ^22.21 ^22.22 ^22.23 ^22.24 ^22.25 ^22.26 ^22.27 ^22.28 ^22.29 ^22.30 ^22.31 ^22.32 ^22.33 ^22.34 ^22.35 ^22.36 ^22.37 ^22.38 ^22.39 ^22.40 ^22.41 ^22.42 ^22.43 ^22.44 ^22.45 ^22.46 ^22.47 ^22.48 ^22.49 ^22.50 ^22.51 ^22.52 ^22.53 ^22.54 ^22.55 ^22.56 ^22.57 ^22.58 ^22.59 ^22.60 ^22.61 ^22.62 ^22.63 ^22.64 ^22.65 ^22.66 ^22.67 ^22.68 ^22.69 ^22.70 ^22.71 ^22.72 ^22.73 ^22.74 ^22.75 ^22.76 ^22.77 ^22.78 ^22.79 ^22.80 ^22.81 ^22.82 ^22.83 ^22.84 ^22.85 ^22.86 ^22.87 ^22.88 ^22.89 ^22.90 ^22.91 ^22.92 ^22.93 ^22.94 ^22.95 ^22.96 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)

[166] 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

[167] increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

[168] As progressive as possible: Δ Step is always greater than the previous step

[169] Not progressively increasing is acceptable (red)

[170] Not increasing is unsatisfactory (bold)

[Speed-54] 23.00 ^23.01 ^23.02 ^23.03 ^23.04 ^23.05 ^23.06 ^23.07 ^23.08 ^23.09 ^23.10 ^23.11 ^23.12 ^23.13 ^23.14 ^23.15 ^23.16 ^23.17 ^23.18 ^23.19 ^23.20 ^23.21 ^23.22 ^23.23 ^23.24 ^23.25 ^23.26 ^23.27 ^23.28 ^23.29 ^23.30 ^23.31 ^23.32 ^23.33 ^23.34 ^23.35 ^23.36 ^23.37 ^23.38 ^23.39 ^23.40 ^23.41 ^23.42 ^23.43 ^23.44 ^23.45 ^23.46 ^23.47 ^23.48 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)

[172] Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[173] increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[174] 1 difference smaller than the previous one is acceptable (red)

[175] 2 consecutive ones are a waste of possible ratios (bold)

[55] w/o generation designation

[3or2-57] 25.0 ^25.1 ^25.2 ^25.3 ^25.4 ^25.5 Gearset 3: 69/111 or 46/74 · 46/74 is unlikely, since the planetary gear had 14 teeth, which is fewer than the required 23 teeth · 21 teeth in the 69/111 configuration is acceptable for non-commercial vehicles

[60] The new BMW M760 Li xDrive · BMW Media Information Germany · 02/2016 · P. 23 · German: Der neue BMW M760 Li xDrive · BMW Medieninformation Deutschland · BMW Media Information Germany · 02/2016 · S. 23 · and The new BMW M760 Li xDrive · Technical Specifications · BMW Media Information Austria · 01/2017 · P. 2 · German: Der neue BMW M760 Li xDrive · Technische Daten · BMW Medieninformation Österreich · 01/2017 · S. 2 · 800 N⋅m (590 lb⋅ft)^[20]^[3]

[62] rrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · Alpina B3 Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[21]^[3]

[64] Technical specifications · The new BMW 3 Series Sedan · BMW Media Information · 03/2019 · p. 2: BMW 320i Sedan · 300 N⋅m (221 lb⋅ft)^[22]^[3]

[65] . cit. · p. 10: BMW M340i xDrive Sedan · 500 N⋅m (369 lb⋅ft)^[22]^[3]

[67] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · loc. cit. · p. 18: BMW 330d Sedan · 580 N⋅m (428 lb⋅ft)^[22]^[3] and Alpina D3 S Saloon AWD · Technical Data · 730 N⋅m (538 lb⋅ft)^[23]

[72] rrow total ratio span · preferebly for petrol engines, sports cars, and high performance engines · The first-ever BMW XM · Market launch September 2022^[24]^[25] The all-new BMW M5 · Market launch June 2024^[26]^[27]

[76] wide total ratio span · preferebly for Diesel engines, offroad cars, and low performance engines · Progress and efficiency with added variety: additional drive system variants and innovations for the new BMW 7 Series · Market launch 2022/2023^[28]^[29] Alpina XB7 AWD · Technical Data^[30]

[77] w/o hydraulic torque converter · narrow total ratio span of 4.2^[5]

[80] sed on the same gearset concept as the 8HP transmissions^[31]^[32]

[82] Automatic Powershift Transmission for Trucks^[33]

[Torque-83] 36.0 ^36.1 higher torque on demand^[6]

[5or4-84] 37.0 ^37.1 ^37.2 ^37.3 ^37.4 Gearset 1 & 2 (& 3): 65/115 or 52/92 · 52/92 is unlikely, since the planetary gear had 20 teeth, which is fewer than the required 23 teeth · 25 teeth in the 65/115 configuration is good and essential for commercial vehicles

[87] Automatic Powershift Transmission for Special vehicles^[34]^[35]

[88] Permanently coupled elements
S₁ and S₂

C₁ and R₄

R₂ and S₃

R₃ and S₄

[192] S₁ and S₂

[193] C₁ and R₄

[194] R₂ and S₃

[195] R₃ and S₄

[89] Blocks S₁ and S₂

[90] Blocks R₁

[91] Couples R₃ and S₄ with the input (turbine)

[92] Couples C₃ with C₄

[93] Couples R₂ and S₃ with R₃ and S₄

[ordinary-94] 45.0 ^45.1 ^45.2 ^45.3 Ordinary noted
For direct determination of the gear ratio

[202] For direct determination of the gear ratio

[elementary-95] 46.0 ^46.1 ^46.2 ^46.3 Elementary noted
Alternative representation for determining the transmission ratio

Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

As a basis
For reliable

And traceable

Determination of the torque conversion ratio and efficiency

[204] Alternative representation for determining the transmission ratio

[205] Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

[206] With simple fractions of both central gears of a planetary gearset

[207] Or with the value 1

[208] As a basis
For reliable

And traceable

[209] For reliable

[210] And traceable

[211] Determination of the torque conversion ratio and efficiency

[96] Passenger cars only

[97] without any claim of completeness

[1] "US Patent 8,105,196 B2: Automatic Transmission Gear And Clutch Arrangement". US Patent Office. 2012-01-31. https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US8105196.pdf.

[dive-2] 2.0 ^2.1 ^2.2 ^2.3 ^2.4 ^2.5 ^2.6 ^2.7 Apakidze, Timur (11 March 2014). "Saturation Dive: ZF 8-Speed Automatic". The Truth About Cars. https://www.thetruthaboutcars.com/2014/03/saturation-dive-zf-8-speed-automatic/.

[Generation-8] 3.00 ^3.01 ^3.02 ^3.03 ^3.04 ^3.05 ^3.06 ^3.07 ^3.08 ^3.09 ^3.10 ^3.11 ^3.12 2nd generation and 3rd generation "Efficient And Dynamic · ZF Gearbox Brochure". 1 September 2017. https://www.zf.com/products/media/en/product_media/cars_5/zf_pkw_getriebebroschuere2017_de_web.pdf.

[4th-9] 4.0 ^4.1 ^4.2 ^4.3 ^4.4 Neemann, Andreas (2024). "Automatic Transmission: New Freedom with 8 Gears". https://www.zf.com/products/en/cars/stories/8hpgen4.html.

[racing-10] 5.0 ^5.1 ^5.2 "Durable and fast – ZF Race Transmissions". https://www.zf.com/products/media/zf_race_engineering/motorsports/downloads_2/ZF_RE_Factsheet_Motorsport-Transmissions_EN_001508000203.pdf.

[8AP_torque-13] 6.0 ^6.1 ^6.2 "Data Sheet - PowerLine". https://www.zf.com/public/org/Data-sheet_PowerLine_71773.pdf.

[15] "All-Wheel Vehicles - ZF" (in en). https://www.zf.com/products/en/special_vehicles/productfinder/all_wheel_vehicles/all_wheel_vehicles.html.

[16] Duane, Salerno (25 April 2019). "Reviewed: Chrysler Group's 8 speed automatic transmission". https://www.salernoduanesummit.com/blog/2014/july/30/grab-chryslers-8-speed-automatic-transmission-save-2-5-billion-fuel.htm.

[17] Ram ZF 8 Speed Automatic Transmission TorqueFlite 8 ZF 8HP70. 29 September 2014. Archived from the original on 15 December 2021. Retrieved 10 May 2019 – via YouTube.

[18] "ZF and Chrysler Reach Agreement for new 8-Speed Automatic Transmissions". http://www.zf.com/corporate/en/press/press_releases/press_release.jsp?newsId=21750056.

[19] "8-Speed Automatic Transmission". ZF Friedrichshafen AG. http://www.zf.com/corporate/en_de/products/product_range/cars/cars_8_speed_automatic_transmission.shtml.

[ZF_8HP-20] 12.0 ^12.1 "The freedom to exceed limits". ZF Friedrichshafen AG.. https://brainfunkers.co/blog/files/file_008971%20-%20The%20freedom%20to%20exceed%20limits.pdf.

[21] "ZF showcasing second-generation 8HP 8-speed transmission at NAIAS; additional 3% boost in fuel savings". http://www.greencarcongress.com/2015/01/20150118-zf.html.

[22] "Transmission technology from ZF". https://www.zf.com/global/media/product_media/cars_5/cars_driveline_8_speed_automatic_transmission/pdf_3/zf_pkw_getriebebroschuere2017_de_web.pdf.

[23] "Fuel saving and minimizing CO2 emissions". ZF Friedrichshafen AG. http://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/lower_consumption/lower_consumption.html.

[24] Hanlon, Mike (4 May 2007). "ZF Develops 8-Sped automatic". Gizmag. http://www.gizmag.com/go/7188/.

[31] "Maximum driving enjoyment with maximum agility". ZF Friedrichshafen AG. http://www.zf.com/corporate/en/products/innovations/8hp_automatic_transmissions/more_driving_enjoyment/more_driving_enjoyment.html.

[70sun1+2-56] 18.00 ^18.01 ^18.02 ^18.03 ^18.04 ^18.05 ^18.06 ^18.07 ^18.08 ^18.09 ^18.10 ^18.11 ^18.12 ^18.13 ^18.14 "8HP 70 Repair Manual · Picture 10106". 2014. p. 110. https://avtgr.ru/upload/data/pdf/zf_instructions/8HP70.pdf.

[55sun1+2-58] 19.00 ^19.01 ^19.02 ^19.03 ^19.04 ^19.05 ^19.06 ^19.07 ^19.08 ^19.09 ^19.10 ^19.11 ^19.12 "8HP 55A Repair Manual · Picture 10106". 2014. p. 169. https://avtgr.ru/upload/data/pdf/zf_instructions/8HP55A.pdf.

[59] "The new BMW M760 Li xDrive. Technical data". January 2017. https://www.press.bmwgroup.com/austria/article/attachment/T0267754DE/378234. · German: Der neue BMW M760 Li xDrive. Technische Daten

[61] "Technical Data: Alpina Automobiles". https://www.alpina-automobiles.com/en/models/b3/technical-data/.

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Engineering:ZF 8HP transmission

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2008: Pilot series

2010: 1st generation

2014: 2nd generation

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2022: 4th generation

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Engineering:ZF 8HP transmission

Key data

History

Specifications

2008: Pilot series

2010: 1st generation

2014: 2nd generation

2018: 3rd generation

2022: 4th generation

Planetary gearset concept

Improved fuel economy

Reduced manufacturing complexity

Quality

Applications

See also

References

External links

Navigation

Wiki tools

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