Mercedes-Benz 9G-Tronic transmission

9G-Tronic is Mercedes-Benz's trademark name for its nine-speed automatic transmission, starting off with the W9A 700 (Wandler-9-Gang-Automatik bis 700 N⋅m Eingangsdrehmoment; converter-9-gear-automatic with 700 N⋅m maximum input torque; type 725.0) as core model.

Abstract

In all applications this transmission is identified as the New Automatic Gearbox Generation Three, or NAG3.

Progress is reflected in 9 forward gears[a] using 10 main components, compared to 7 forward gears^[b] with 11 main components^[c] of the direct predecessor. It is fully electronic controlled. Torque converter lock-up can operate in all 9 forward gears. By the end of 2023 unsurpassed ratio span among longitudinal automatic transmissions for passenger cars.

In-Depth Gear Ratios

With Assessment			Weight	Planetary Gearset: Teeth[a]				Count	Total	Avg.
				Simpson		Simple[b]
Model Type	Max. Input Torque First Delivery		with Con- verter + Oil	S1[c] R1[d]	S2[e] R2[f]	S3[g] R3[h]	S4[i] R4[j]	Brakes Clutches	Ratio Span	Gear Step[k]
Gear Ratio	R ${\displaystyle {i_{R}}}$	1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$	7 ${\displaystyle {i_{7}}}$	8 ${\displaystyle {i_{8}}}$	9 ${\displaystyle {i_{9}}}$
Step	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[l]	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[m]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{6}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{7}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{8}}{i_{9}}}}$
Step 2[n]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}}$
Shaft Speed	${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{9}}}}$
Δ Shaft Speed	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}}$
W9A ALL 725.0	1,000 N⋅m (738 lb⋅ft) 2013[o]		95 kg (209 lb)[9]	46 98	44 100	36 84	34 86	3 3	9.1495	1.3188[k]
Gear Ratio	−4.9316[l] ${\displaystyle -{\tfrac {6,125}{1,242}}}$	5.5032 ${\displaystyle {\tfrac {6,835}{1,242}}}$	3.3333[m] ${\displaystyle {\tfrac {10}{3}}}$	2.3148 ${\displaystyle {\tfrac {125}{54}}}$	1.6611[p] ${\displaystyle {\tfrac {299}{180}}}$	1.2106 ${\displaystyle {\tfrac {1,075}{888}}}$	1.0000[q] ${\displaystyle {\tfrac {1}{1}}}$	0.8651[p][q] ${\displaystyle {\tfrac {58,781}{67,944}}}$	0.7167 ${\displaystyle {\tfrac {43}{60}}}$	0.6015 ${\displaystyle {\tfrac {52,675}{87,576}}}$
Step	0.8961[l]	1.0000	1.6510[m]	1.4400	1.3935	1.3722	1.2106	1.1559	1.2072	1.1915
Step 2[n]			1.1465	1.0333	1.0156[p]	1.1335	1.0473	0.9575[p]	1.0131
Speed	–1.1159	1.0000	1.6510	2.3774	3.3130	4.5459	5.5032	6.3611	7.6789	9.1495
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.9356	1.2329	0.9573[q]	0.8579[q]	1.3178	1.4706
W9A ALL 725.0	1,000 N⋅m (738 lb⋅ft) 2016[r]		95 kg (209 lb)[9]	46 98	44 100	37 83	34 86	3 3	8.9022	1.3143[k]
Gear Ratio	−4.7983[l] ${\displaystyle -{\tfrac {12,250}{2,553}}}$	5.3545 ${\displaystyle {\tfrac {13,670}{2,553}}}$	3.2432[m] ${\displaystyle {\tfrac {120}{37}}}$	2.2523 ${\displaystyle {\tfrac {250}{111}}}$	1.6356[p] ${\displaystyle {\tfrac {3,631}{2,220}}}$	1.2106 ${\displaystyle {\tfrac {1,075}{888}}}$	1.0000[q] ${\displaystyle {\tfrac {1}{1}}}$	0.8651[p][q] ${\displaystyle {\tfrac {58,781}{67,944}}}$	0.7167 ${\displaystyle {\tfrac {43}{60}}}$	0.6015 ${\displaystyle {\tfrac {52,675}{87,576}}}$
Step	0.8961[l]	1.0000	1.6510[m]	1.4400	1.3770	1.3511	1.2106	1.1559	1.2072	1.1915
Step 2[n]			1.1465	1.0457	1.0192[p]	1.1160	1.0473	0.9575[p]	1.0131
Speed	–1.1159	1.0000	1.6510	2.3774	3.2737	4.4231	5.3545	6.1892	7.4714	8.9022
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.8964	1.1493	0.9314[q]	0.8347[q]	1.2822	1.4308
Jatco 9AT JR913E	700 N⋅m (516 lb⋅ft) 2019[s]		99.5 kg (219 lb)[12]	45 96	41 91	38 86	37 92	3 3	9.0910	1.3177[k]
Gear Ratio	−4.7991[l] ${\displaystyle -{\tfrac {45,136}{9,405}}}$	5.4254 ${\displaystyle {\tfrac {51,026}{9,405}}}$	3.2632[m] ${\displaystyle {\tfrac {62}{19}}}$	2.2496 ${\displaystyle {\tfrac {2,821}{1,254}}}$	1.6491[p] ${\displaystyle {\tfrac {94}{57}}}$	1.2213 ${\displaystyle {\tfrac {8,372}{6,855}}}$	1.0000[q] ${\displaystyle {\tfrac {1}{1}}}$	0.8619[p][q] ${\displaystyle {\tfrac {18,929}{21,963}}}$	0.7132 ${\displaystyle {\tfrac {92}{129}}}$	0.5968 ${\displaystyle {\tfrac {66,976}{112,227}}}$
Step	0.8846[l]	1.0000	1.6626[m]	1.4505	1.3641	1.3503	1.2213	1.1603	1.2085	1.1950
Step 2[n]			1.1462	1.0634	1.0102[p]	1.1056	1.0526	0.9601[p]	1.0113
Speed	–1.1305	1.0000	1.6626	2.4117	3.2899	4.4423	5.4254	6.2950	7.6074	9.0910
Δ Speed	1.1305	1.0000	0.6626	0.7491	0.8782	1.1525	0.9831[q]	0.8696[q]	1.3124	1.4836
Ratio R & even	${\displaystyle i_{R}=-{\tfrac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{2}={\tfrac {S_{3}+R_{3}}{S_{3}}}}$		${\displaystyle {\tfrac {S_{3}(S_{4}+R_{4})+R_{3}S_{4}}{S_{3}(S_{4}+R_{4})}}}$[b]		${\displaystyle i_{6}={\tfrac {1}{1}}}$	${\displaystyle i_{8}={\tfrac {R_{4}}{S_{4}+R_{4}}}}$
Ratio odd	${\displaystyle {\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{3}={\tfrac {R_{2}(S_{3}+R_{3})}{(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{5}={\tfrac {R_{2}R_{4}}{R_{2}R_{4}-S_{2}S_{4}}}}$		${\displaystyle {\tfrac {R_{4}(S_{1}(S_{2}+R_{2})+R_{1}S_{2})}{S_{1}R_{4}(S_{2}+R_{2})+R_{1}S_{2}(S_{4}+R_{4})}}}$		${\displaystyle {\tfrac {R_{1}R_{2}R_{4}}{S_{1}S_{4}(S_{2}+R_{2})+R_{1}R_{2}(S_{4}+R_{4})}}}$
Algebra And Actuated Shift Elements[t]
Brake A[u]	❶								❶	❶
Brake B[v]	❶	❶		❶	(❶)[w]	❶		❶		❶
Brake C[x]	❶	❶	❶	❶	❶[b]
Clutch D[y]			❶	❶		❶	❶
Clutch E[z]		❶	❶				❶	❶	❶
Clutch F[aa]					❶[b]	❶	❶	❶	❶	❶
^ Layout • Input and output are on opposite sides • Planetary gearset 1 is on the input (turbine) side • Input shafts are S1, C4 (planetary gear carrier of gearset 4), and, if actuated, C1 (planetary gear carrier of gearset 1) • Output shaft is C3 (planetary gear carrier of gearset 3) ^ a b c d Except in 4th gear when used in the Simpson configuration ^ 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 ^ a b c d Standard 50/50: 50/50 are above/below average step With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first four) is always larger and the upper half of them (rounded up, here the last four) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection ^ a b c d e f g Standard REV: reverse gear is similar to 1st gear Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency ^ a b c d e f g Standard FIRST: gear step 1st to 2nd gear With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory ^ a b c d From right to left ^ First version with a gear ratio span wider than 9:1[8] ^ a b c d e f g h i j k l Standard SECOND: 2nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory ^ a b c d e f g h i j k l Standard SPEED: shaft speed difference increase One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection ^ 2nd version introduced without notice with the Mercedes-Benz E-Class (W213) to reduce the step between gear 4 and 5 below the one of the 7G-Tronic (1.3684:1)[10] ^ Under license from Daimler[11] ^ R1 and C2 share a common shaft R2, S3, and S4 share a common shaft ^ Blocks C1 (carrier 1) ^ Blocks S2 ^ Not involved. Only serves to maintain the shift logic: only one shift element is changed for step up or down ^ Blocks R3 ^ Couples S1 with C1 (carrier 1) ^ Couples C1 (carrier 1) with R2 ^ Couples C3 (carrier 3) with R4

Nomogram

▶️ Interactive Nomogram

This

This nomogram reflects the version from 2013.

Legend:
A : Brake (blocks S₂ sun gear)
B : Brake (blocks R₃ ring gear)
C : Brake (blocks C₁ carrier gear)
D : Clutch (couples C₃ carrier gear with R₄ ring gear)
E : Clutch (couples C₁ carrier gear with R₂ ring gear)
F : Clutch (couples S₁ sun gear with C₁ carrier gear)

AMG SpeedShift

AMG SpeedShift TCT

The TCT transmission is essentially the 9G-Tronic automatic transmission including "Torque Converter Technology".

AMG SpeedShift MCT

Mercedes-AMG developed the 9-speed MCT "Multi Clutch Technology" planetary automatic transmission.

The MCT transmission is essentially the 9G-Tronic automatic transmission without a torque converter. Instead of a torque converter, it uses a compact wet startup clutch to launch the car from a stop and also supports computer-controlled double-clutching. The MCT (Multi-Clutch Technology) acronym refers to a planetary (automatic) transmission's multiple clutches and bands for each gear.

The MCT is fitted with four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual) and boasts 100 millisecond shifts in "M" and "S+" modes. MCT-equipped cars are also fitted with the new AMG DRIVE UNIT with an innovative Race Start function. The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 9-speed sports transmission and all driving dynamics functions. The driver can change gears either using the selector lever or by nudging the steering-wheel shift paddles. The new Race start Function is a launch control system that enables the driver to call on maximum acceleration while ensuring optimum traction of the driven wheels.

The new GLC 63 4MATIC+ and GLC 63 S 4MATIC+ feature the AMG SPEEDSHIFT MCT 9-speed transmission, which made its debut in the Mercedes-AMG E 63 4MATIC+. The driver benefits from extremely short shift/response times. Fast multiple downshifts and the double-declutching function make for a highly emotive gearshift experience. A start-off wet clutch replaces the torque converter. This saves weight and optimises the response to the driver's accelerator pedal input, particularly during acceleration and load changes.

Applications

Mercedes models

Mercedes C-Class

• 2018–2021 Mercedes-Benz W205 (all models)
• 2022–present Mercedes-Benz W206

Mercedes E-Class

• 2014–2016 Mercedes-Benz W212 (E 350 BlueTec only) available as an option to others.
• 2016–2023 Mercedes-Benz W213
• 2023–present Mercedes-Benz W214

Mercedes S-Class

• 2015–2021 Mercedes-Benz W222 (all except V12 models)
• 2021–present Mercedes-Benz W223

Mercedes V-Class

• 2020–present
  V-Class (W447)
  (longitudinal engines)

Mercedes GLC-Class

• 2015–2022
  GLC (X253)
• 2022–present
  GLC (X254)

Mercedes-Benz GLE-Class

• 2016–2019
  GLE
  (W166) (except 63 AMG & 350 models)
• 2020–present GLE (W167) (except 63 models)

Mercedes-Benz GLS-Class

• 2017–2019 GLS (X166) (all except AMG)
• 2020–present
  GLS (X167)

Mercedes-Benz SLK-Class

• 2015–2020 SLC (R172) (except 55 AMG)

Mercedes-AMG models

Mercedes-AMG SL

• 2022–present
  AMG SL (R232)

Jatco Ltd

model JR913E

Nissan

• 2020–2024 Nissan Titan
• 2020–present Nissan Frontier
• 2023–present Nissan Z (RZ34)

Infiniti

Aston Martin

• 2021–present Aston Martin DBX

See also

• List of Daimler AG transmissions
• List of Jatco transmissions

References

External links

• Nine-Speed Automatic Transmission 9G-Tronic by Mercedes-Benz
• Nomographs and Feasibility Graphs for Enumeration of Ravigneaux-Type Automatic Transmissions