PM 9G TRONIC en

Added comfort and driving pleasure,
reduced consumption: the new 9GTRONIC

March 2014
Contents
Page
Short version
New nine-speed automatic transmission debuts in the
Press Information
Mercedes-Benz E 350 BlueTEC

Premiere of the new 9G-TRONIC
Long version
Discovering the inside of the 9G-TRONIC
Innovative solutions for maximum comfort and
outstanding energy efficiency
A transmission under electronic control

Artificial intelligence for a natural driving
14
experience
Developed for in-house drive systems
18
The best out of 85 billion possibilities

Review of automatic transmission development
22
22 million automatic transmissions from MercedesBenz

Technical data for the 9G-TRONIC / E 350 BlueTEC
Daimler Communications, 70546 Stuttgart/Germany

Mercedes-Benz - A Daimler Brand
27
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New nine-speed automatic transmission in the Mercedes-Benz E

350 BlueTEC
Premiere of the new 9G-TRONIC

Stuttgart. The first nine-speed automatic transmission with
torque converter, the 9G-TRONIC for premium vehicles, is
now celebrating its debut: equipped with the innovative
power transmission, the E 350 BlueTEC is set to become
one of the most fuel-efficient six-cylinder diesel models in
its class. Thanks to the high efficiency level of the patented
transmission design, NEDC fuel consumption in the E-Class
is reduced to 5.3 litres of diesel per 100 km. As is typical of
the brand, the transmission offers outstanding comfort and
barely perceptible gear changes.
In the E 350 BlueTEC, which is available in Saloon and Estate
models and comes equipped with the new 9G-TRONIC as
standard, the 185 kW (252 hp) V6 diesel engine has an average
NEDC fuel consumption of 5.3 litres of diesel per 100 kilometres
(Estate: 5.5 l/100 km), corresponding to CO 2 emissions of 138
g/km (Estate: 144 g/km). As a result, the new models with 9GTRONIC undercut their predecessors in terms of both
consumption and CO2 emissions. The higher number of gears
and the broader gear ratio spread help to increase drive comfort
and allow a significant enhancement to be achieved in terms of
converting engine power into traction.
Perfect interaction: E 350 BlueTEC with V6 diesel engine
and 9G-TRONIC
On the one hand, the overall reduction in engine speed improves
NVH comfort and therefore the pleasant sense of well-being on
board the E-Class, and on the other also cuts down external
noise by up to 4 dB(A), thus reducing the strain on the
environment. The reduced fuel consumption of the E 350

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BlueTEC with
9G-TRONIC has primarily been achieved as a result of the high
efficiency level of the transmission. As part of this, the broad
ratio spread of 9.15 for gears one to nine allows a clearly
perceptible reduction in engine speed and is a decisive factor
behind the high level of energy efficiency and ride comfort.
Shortened shift and reaction times ensure optimum spontaneity
combined with outstanding ease of shifting. In manual mode and
S mode in particular, the
9G-TRONIC responds significantly more spontaneously and
enhances driving pleasure.
The particular ease of shifting of the new 9G-TRONIC - a focal
point during development and a hallmark feature of a MercedesBenz automatic transmission - comes courtesy of a
comprehensive package of measures. These include the novel
direct control system which enables short, barely perceptible
gear changes. The combination of twin-turbine torsional damper
and centrifugal pendulum technology in the torque converter
ensures outstanding drive comfort. Together with the extended
gear ratio spread, higher speeds can now be driven at lower
engine speeds for even greater comfort. In reality this translates
into being able to drive at 120 km/h in 9th gear with an engine
speed of around only 1350 rpm, for example.
Advanced technology for superior power transmission
In the case of the 9-speed automatic transmission, the
development engineers also focussed on the area of "compact
lightweight construction". Despite two additional gears and a
maximum transferable torque of up to 1000 newton metres, the
new automatic transmission requires as little installation space
as its predecessor and is also lighter in weight. The two-piece
housing design has been retained: the torque converter housing
is made of lightweight aluminium, while the transmission

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housing with weight-optimised plastic oil pan is made of an even

lighter magnesium alloy.
Another goal was to implement the nine gears with a minimal
number of planetary gear sets and shift elements. Intensive,
computer-based system analysis and mock-up made it possible
to realise this goal with just four simple planetary gear sets and
six shift elements. Three speed sensors monitor operation and
provide the transmission control system with corresponding data
for effective shifting. Here it is possible for several gears to be
jumped when accelerating or decelerating, should the driving
conditions call for it.

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To ensure the reliable and at the same time energy efficient

supply of the
durable and shear-resistant second-generation synthetic fuel
economy engine oil, the new automatic transmission is equipped
with two pumps. The considerably smaller mechanical main
pump, featuring an off-axis design, is located next to the main
shaft and is chain-driven and fed by a separate electric auxiliary
pump. This design allows the flow of lubricating and cooling oil
to be controlled actively on demand, and also means that 9GTRONIC can benefit from a start/stop system. Thanks to the
world's first direct control system in a planetary automatic
transmission with nine gears, it has also been possible to
significantly increase hydraulic efficiency within the
transmission.
Around 22 million automatic transmissions from MercedesBenz since 1961
Mercedes-Benz has been developing and producing high-quality
automatic transmissions featuring outstanding ease of shifting,
optimum energy efficiency and dependable durability for more
than 50 years. To date, a total of around 22 million automatic

Page 6
passenger car transmissions have left the manufacturing plant

in Stuttgart-Hedelfingen, close to the corporate headquarters in
Stuttgart-Untertrkheim.

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The 9G-TRONIC is suitable for rear-wheel and all-wheel drives as

well as hybrid and plug-in hybrid drive systems, and will be used
in almost all model series and engines in the coming years.
Contacts:
Christian Anosowitsch, tel. no.: +49 (0)711 17-75849,
christian.anosowitsch@daimler.com
Wolfgang Zanker, tel. no.: +49 (0)711 17-75847,
wolfgang.zanker@daimler.com
Further information about Mercedes-Benz is available online:
www.media.daimler.com and www.mercedes-benz.com

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Discovering the inside of the 9G-TRONIC
Innovative solutions for maximum

comfort and outstanding energy
efficiency
Patented gearing concept with four planetary gear
sets and six shift elements
Nine gears with a wide ratio spread of 9.15
New torque converter: high efficiency level of 92
percent
More comfort: twin-turbine torsion damper with
centrifugal pendulum and torque converter lockup
clutch with return spring
Demand controlled oil supply: highly efficient vane cell
pump and electric auxiliary pump
Innovation: main transmission shaft with three deepdrilled holes
Compact lightweight construction: less installation
space and reduced weight
The drive element of a classic automatic transmission is the
hydrodynamic torque converter. In the new 9G-TRONIC, the
engineers have improved the hydraulic circuit in the torque
converter and increased its efficiency to up to
92 percent. This extraordinarily good figure is important for fuel
economy, as the losses imposed by physics when transferring
the engine torque to the transmission's input shaft are kept to a
minimum. In short: the 9G-TRONIC converts a very high
proportion of the engine power into tractive power. In the firstgeneration 7G-TRONIC dating from 2003, the efficiency of this
component was only 85 percent.
The heat generated during operation is reliably dissipated via
the transmission oil cooler. Conversely, the 9G-TRONIC requires
no additional radiator to warm the cold transmission oil when

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cold-starting under Arctic conditions. The second-generation,

synthetic Fuel Economy low-friction oil also performs reliably at
extremely low temperatures.

Page 10
More comfort: twin turbine torsion damper and

centrifugal pendulum
One of the most comfort-enhancing and at the same time fuelsaving features is the torsion damper, which compensates even
more effectively for eccentricities and vibrations within the
transmission. A basic physical law operates in this case: the
lower the rpm and road speed, and the lower the number of
cylinders, the more pronounced these can be. This results in a
conflict of aims between comfort and fuel-efficient operation. It
is resolved by the use of a twin turbine torsion damper
additionally fitted with a centrifugal pendulum. Depending on
the rpm, this shifts the centre of gravity and also allows
comfortable vehicle operation in the most fuel-efficient
operating range.
Moreover, the optimised damping enables slip in the torque
converter lockup clutch to be reduced considerably, which
likewise contributes to fuel economy.
For the first time, a return spring has been integrated into the
torque converter lockup clutch of the 9G-TRONIC. The multi-disc

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lockup clutch was previously only hydraulically controlled. Use of

the return pressure spring allows reliable and comfortable
activation even at very low rpm.
New gearing concept with nine speeds patented
worldwide
An intensive, computer-based system analysis and mock-up
made it possible to realise a nine-speed transmission with just
four simple planetary gear sets and six shift elements.
Mercedes-Benz has secured a worldwide patent for this specific
configuration, which the engineers consider to be the best
possible.
A planetary gear set consists of the outer ring gear, the inner
centre gear and between them the planetary carrier with the
four planetary gears and their bearings. Four planetary gears are
required in the 9G-TRONIC so that the expected torque of up to
1000 newton metres can be reliably transferred in future
engine/transmission combinations.
The ring gear, planetary carrier and centre gear in a planetary
gear set are connected by carriers and multi-disc clutches, or
braked by the multi-disc brakes which are supported by the
transmission housing. This enables the planetary gears to
transfer drive torque to the inner teeth of the outer ring gear or
to the outer teeth of the inner centre gear. The result is several
gear ratios, and at the same time it is possible to reverse the
direction of rotation for e.g. reverse gear.

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Structure of the planetary gear set

The gear ratio is the ratio between the number of gear teeth on
the driving and transferring gears. Depending which planetary
gear sets are connected in series, blocked or separated,
multiplying the part ratios produces the overall ratio for the
relevant transmission gear.
In the 9G-TRONIC, the individual gears are engaged by three
multi-disc clutches and three multi-disc brakes. The purpose of
the multi-disc clutches is to transfer the drive torque between
two components as a friction connection.
The ratio configuration of gears one to nine allows a wide ratio
spread of 9.15. For the same performance compared to
preceding transmissions, the rpm level is considerably lowered as a decisive factor for the high energy efficiency and NVH
comfort of models equipped with the 9G-TRONIC.

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Reliable oil supply using the power of two pumps

To ensure the reliable and at the same time highly efficient
supply of the durable and shear-resistant 2nd-generation
synthetic fuel economy engine oil, the 9G-TRONIC is fitted with
two pumps. The considerably size-reduced, mechanical main
pump installed "off-axis" lies next to the main shaft and is driven
via a chain. In an automatic transmission such as 7G-TRONIC,
the main oil pump previously ringed the transmission shaft and
was directly driven. This meant that the diameter of the
transmission shaft prevented the pump from being reduced in
size as desired. For this reason the highly efficient vane cell
pump is now placed alongside the main shaft ("off-axis"), and is
reduced in size to suit requirements.
The mechanical main pump, which ensures the oil supply to the
electrohydraulically controlled automatic transmission when the
internal combustion engine is running, is backed up by a
separate electric auxiliary pump. On the one hand this design
enables the flow of lubrication and coolant to be controlled
actively on demand, and at the same time also means that the
9G-TRONIC can benefit from a start/stop system. In subsequent
hybrid applications, this additional oil delivery also allows socalled "sailing", i.e. maintaining a constant speed without using
the internal combustion engine.
When the engine is off - for example at a red traffic light in
start/stop mode - the electric auxiliary pump is actuated,
ensuring a defined basic pressure and guaranteeing that all
necessary functions are maintained. When the driver wishes to
move off on a green light, oil delivery by the electric pump after
engine-starting guarantees immediate and agile acceleration. In
certain operating states with the engine running, the auxiliary
pump also assists the main pump, for example at very low
engine speeds or in very high temperatures. In this case the flow

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of oil is added as needed to ensure smooth gear shifts or when

there is a higher cooling requirement.
This innovative oil supply concept using a mechanical main
pump and
electric auxiliary pump, as well as demand-related control,
accounts for around 54 percent of the total fuel-saving potential
of the 9G-TRONIC. The relationship is clear: the less oil that has
to be moved within the transmission by more efficient pumps,
the higher the overall efficiency. The fully synthetic Fuel
Economy low-friction oil also contributes to this.
Maximum precision: main transmission shaft with three

deep-drilled holes
The main transmission shaft is another technical highlight of the
9G-TRONIC. Firstly, it is one of the longest shafts in the entire
automotive industry at
550.9 millimetres. Secondly, it performs other functions in
addition to its main purpose of power transmission: using a
sophisticated internal ducting system, the shaft also performs
various lubricating, cooling and control functions.

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On the engine side, a large axial hollow-drilled hole measuring a

few centimetres supplies the front planetary gear set with oil,
which reaches the right places via smaller transverse holes. The
drilled holes on the output side of the main shaft are far more
interesting, however. Three parallel holes each measuring 6.1
millimetres are deep-drilled into the transmission shaft with a
core diameter of 16 millimetres to a depth of up to 361.5
millimetres. These three deep-drilled holes have various
functions in the 9G-TRONIC: via transverse holes, they ensure a
defined oil flow rate to lubricate and cool the planetary gear sets
and shift elements. They also perform an important control
function, and transfer the set gearshift pressure to the muiltidisc clutches and brakes.
World premiere of a new drilling process
The machining of such a shaft is a production engineering
masterpiece. The requirements are particularly exacting when
drilling the three deep holes. To date no other automotive
manufacturer or machine tool producer has dared to undertake
such a task, with such a ratio between shaft diameter and hole
depth.
To illustrate the requirements: Over their entire length of up to
361.5 millimetres, the deep-drilled holes must precisely meet
the requirements to just a few thousandths of a millimetre.
Machining must follow precisely defined geometrical
specifications:
distance and parallelity of the holes versus each other
distance and parallelity of the holes versus the outer

surface of the shaft
avoidance of twisting during the drilling process
radial positioning of the three drilled holes to ensure a

free flow to the transverse holes
correct depth of the individual holes

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residue-free drilling with no microfine swarf remaining in

the holes
Reduction in cooling lubricants by 99.9 percent

As if the requirements were not already stringent enough, the
developers set themselves other challenges. The operation was
to be carried out with the minimum quantity of cooling
lubricants. In addition, complex guidance of the 370-millimetre
long drill bits was to be avoided and the processing time was to
be considerably reduced.
Implementing these requirements produced impressive results.
Conventional cooling lubricants are completely dispensed with
when producing the
9G-TRONIC drive shaft. During the drilling process, a fine oil/air
mist is sufficient for lubrication; this reaches the drilling face
through a duct in the single-fluted drills. The generated heat and
swarf are conducted away with no residue via a bead in the side
of these single-fluted drills. The savings made possible by this
so-called mist cooling technology are enormous. The
requirement is reduced by 99.9 percent compared with
conventional production processes. Specifically: whereas around
18,000 litres of cooling lubricant per hour were previously
needed, the mist cooling technology requires only 0.3 litres.
Even more specifically: rather than the capacity of an entire road
tanker, the content of a household drinking glass is sufficient to
ensure the high quality of the machining process.
Shorter processing times with improved quality
The processing time per shaft has been shortened just as
dramatically, while improving production quality. To minimise
cycle times in the production process, the production engineers
eliminated the usual guide sleeves when spot-drilling. The
machines drill the deep holes "free-hand", so to speak, while

Page 17
maintaining absolute dimensional accuracy. In addition, the

single-fluted drills of cemented carbide allow high working
speeds. Whereas the figure was around 125 millimetres per
minute in the case of 7G-TRONIC PLUS, the new drills allow a
speed of over 250 millimetres per minute. The net result is that
it takes just under three minutes to process the main
transmission shaft - around 63 percent less than the cycle time
during the production of the 7G-TRONIC PLUS.
With the above improvements, Mercedes-Benz is further
implementing the "Green Production" project in its production
locations. This is because taken together, these improvements
not only increase productivity and process quality, but of course
also reduce the environmental burden by enabling savings in
terms of cooling lubricants and a reduction in energy
requirements thanks to shorter processing times.
Compact lightweight construction: reduced weight with
the same installation space
With the change in generation from the 7G-TRONIC to the 9GTRONIC, the development engineers placed further emphasis on
the area of "compact lightweight design". Despite two additional
gears and a maximum transferable torque of up to 1000 newton
metres, the new automatic transmission requires just as little
installation space as its predecessor, the 7G-TRONIC PLUS, and is
also one kilogram lighter.
The two-piece housing design has been retained: the torque
converter housing is made of lightweight aluminium alloy. The
transmission housing with a weight-optimised plastic oil pan is
made of an even lighter magnesium alloy.

Page 18

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Transmission controlled by electronics
Artificial intelligence for a natural

driving experience
Supreme mechatronics: fully integrated transmission
control
All gearshifting, lubricating and control components
completely integrated into the housing
Extensive sensor system for outstanding gearshift
quality
Optimised electromagnetic compatibility ensures
disturbance-free operation
Three transmissions modes: Economy, Sport and
Manual
A special feature of the 9G-TRONIC is the "fully integrated
transmission control". This design is based on the following
principle: all the components for gearshifting, lubricating and
control processes are fully integrated into the transmission
housing, improving the control quality and reliability of the
9G-TRONIC. The advantage of this new direct control is more
efficient use of the hydraulic power. In this direct control system,
the hydraulic gearshifting element is directly linked to the
electromagnetic valve. The hydraulic control slides now only
have one third of their original diameter. This means that control
of the six shift elements (three multi-disc clutches and three
multi-disc brakes) can be much faster and more efficient.
9G-TRONIC command centre integrated into the onboard
electronics architecture
In the case of "fully integrated transmission control", the
actuating unit for the electric transmission oil pump, the control
unit, all the electro-magnets, as well as the complete sensor
system comprising rpm, temperature, pressure and position

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sensors, are combined together on a single mounting bracket.

The control unit becomes the command centre for the 9GTRONIC, and is incorporated into the electronics architecture of
the vehicle. Apart from data obtained from the transmission
itself, the integrated 9G-TRONIC control system uses information
from the drive control (e.g. engine speed, accelerator position),
the dynamic control systems (steering angle, linear and lateral
dynamics) and the safety systems (interventions by ABS, BAS
Plus, Collision Prevention Assist, DISTRONIC), and is able to
control all shift processes optimally using these data. There are
also advantages in terms of electromagnetic compatibility
(EMC), as mutual influencing by various electronic components
is avoided. Extensive tests in the EMC laboratory showed this to
be the case. The software necessary for all control processes
was developed in-house, at the Mercedes-Benz Technology
Center (MTC). Only the control units, i.e. the hardware, come
from a supplier.
In addition to the temperature, pressure and position sensors,
three rpm sensors continuously monitor the operating state of
the 9G-TRONIC and provide the transmission control system with
the following data for effective gear shifts:
internal transmission rpm (rpm of the main transmission

shaft).
rpm of the turbine (output rpm of the torque converter).
output speed.
The extensive, networked sensor system with its continuous

comparison of all rpm values makes it possible for several gears
to be skipped when accelerating or decelerating, should the
driving situation call for it.
Who does what with whom: the power flow in 1st gear as
an example

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The following is an example using the power flow in 1st gear.

Planetary gear sets 1 / 2 / 3, the multi-disc brake A / B and the
multi-disc clutch E are involved here:
The inner centre gear of the 1st gear set is part of the
drive shaft, and therefore permanently connected to it.
The planetary carrier of the 1st gear set is connected to

the outer ring gear of the 2nd gear set via the 2nd multidisc clutch.
The multi-disc brake A brakes the inner centre gear of the

2nd gear set. This increases the torque while reducing the
rpm.
The outer ring gear of the 2nd gear set has a mechanical
connection to the inner centre gear of the 3rd gear set.
The planetary gears of the 3rd gear set rotate in the outer
ring gear braked by multi-disc brake B, and transfer the
increased torque at reduced rpm to the drive shaft.
The output shaft rotates with reduced input rpm and a

significant torque increase in the engine's direction of
rotation.
As shown in the diagram:

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Power transfer follows the following principle:
The output rpm is reduced in the lower gears. This leads

to lower speeds at the drive wheels while increasing
tractive power and drive torque.
Conversely, the output rpm is much higher in the higher

gears. This leads to higher speeds at the drive wheels,
accompanied by lower drive torque.
Variety of modes: Economy, Sport, Manual and "Shortterm M"

The three transmission modes of the 9G-TRONIC allow an
individual control strategy depending on the traffic situation or
the driver's personal preferences. In ECO mode the control is
equivalent to a very economical driving style: upshifts are
performed sooner, and the handling is gentler overall to support
an economical driving style at lower engine speeds. In SPORT or
MANUAL modes the response and shift times are shortened, and
there is higher revving in the gears to support a dynamic and
sporty driving style.
Like the 7G-TRONIC PLUS before it, the 9G-TRONIC also has the
automatic mode "short-term M", which makes operation even
easier and more comfortable. The driver can now also engage
the required gear using the shift paddles in ECO and SPORT

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mode, without first activating MANUAL mode. "Short-term M"

remains active if there are repeated manual gear shifts or a
sporty driving style is maintained with higher linear and lateral
acceleration levels. In contrast to permanently activated
MANUAL mode, however, "Short-term M" is deactivated after a
certain period without higher power requirements, and the
transmission reverts to the original mode.
Operation of the 9G-TRONIC is unchanged compared with the
preceding
7G-TRONIC: R, N and D are selected using the DIRECT SELECT
lever on the right of the steering column, while the three
transmission modes ECO, SPORT and MANUAL are activated with
a switch on the centre console. The well-proven positioning and
operation of the steering wheel shift paddles are also
unchanged. The central display in the centre dial instrument
reliably informs the driver which gear is engaged, and which
transmission mode is active
(e.g. "D9 E" = ninth gear, ECO mode).

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Developed for in-house drive systems
The best out of 85 billion possibilities

Innovative, computer-based systems analysis and
synthesis to define the 9G-TRONIC gear set concept
85 billion transmission structures examined
Improved configuration thanks to a new powertrain
test bench
Prototype testing over 5 million kilometres
The 9G-TRONIC was designed and implemented using a
completely new development process. For the first time an
intensive, computer-based systems analysis and synthesis was
used to define the gear set concept. Here the developers were
able to define and implement a single optimum solution from
among the total of more than 85 billion possible structures
which would theoretically be feasible from the combination of
planetary gear sets and shift elements for a nine-speed
automatic transmission. Mercedes-Benz has secured this
configuration for its own use and patented it worldwide. Another
goal was to implement the nine gears with a minimal number of
planetary gear sets and shift elements. The digital transmission
synthesis described enabled this requirement to be met using
only four simple planetary gear sets and six shift elements.
However, this new development approach in the conceptual
phase is not an automatic transmission programme culminating
in a fully-fledged automatic transmission that only needs to be
realised. Instead, after an initial phase in which the transmission
structures are first presorted with precise parameters, the
search begins for the best solution for a complete transmission.
This must meet all the functional requirements while fitting into
the available installation space.
Virtual testing to verify the hardware and software

Page 25
The developers already carried out extensive virtual test series

before practical trials of the new 9G-TRONIC on test benches and
in prototypes began. Using Software in the Loop (SiL) or
Hardware in the loop (HiL) processes, each new software
function in the entire transmission control system was
thoroughly verified. For this purpose the entire electronics
architecture of the 9G-TRONIC with all its control units, sensors,
lines, actuators and the complete control software was put
together and connected to a digital simulator that represented
real operating conditions with a wide range of parameters. Using
the results of these tests, the transmission control was then
refined to perfection.
This was followed by extensive and detailed practical trials,
which were very demanding in view of the planned applications
for the 9G-TRONIC ranging from saloon and sports cars through
to off-roaders. In the process the prototypes were spared no
torture: as when testing a new vehicle generation, the 9GTRONIC had to prove its worth in all manner of operating
conditions in real vehicles. This included test series such as on
and off-road, in trailer operations, long journeys under full load,
on mountain passes or in inner-city stop-and-go traffic.
To ensure that the 9G-TRONIC also performed reliably under the
toughest climatic conditions ranging from freezing Arctic
temperatures to burning tropical heat, a worldwide programme
of trials was initiated that reflected the special demands on an
automatic transmission and covered all climatic zones. These
driving tests were supplemented with tests in the state-of-theart climate tunnels in Sindelfingen. Here the encapsulated
dynamometers are able to set and maintain temperatures
ranging from -40 to +60 degrees Celsius, and speeds of up to
200 km/h. These standardised conditions enable much more
rapid and precise adjustments to be made.
Premiere of the new vehicle powertrain test bench (FATS)

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The new vehicle powertrain test bench (German abbreviation

"FATS") is one of the most modern test benches of its kind in the
automotive industry, and was first used during the development
phase for the 9G-TRONIC. In contrast to conventional
dynamometers, the test vehicles in FATS are on wheels but
these do not spin during testing. Instead special test wheels are
used - these have a freewheeling through-drive, and allow the
front and rear wheel hubs to be directly coupled to the test unit
via shafts. Each of these four shafts in turn transfers the torque
generated by the electric motors to the wheel hubs, based on
the relevant test programme. The advantages of this setup: the
entire powertrain and all dynamic control systems respond as
they would under real conditions on the road.

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Moreover, FATS allows the simulation of all road surface and

operating conditions, which is why this test unit is also known as
a "road to rig" test bench. From configurations such as different
levels of grip on the left/right sides of the road and different
levels of grip between the front and rear axles to the so-called
"chess board" (different levels of diagonal grip between the
axles), and right up to uphill and downhill gradients or a wide
variety of driving manoeuvres - the new test rig is able to
examine the powertrain dynamics of a vehicle in many different
ways. This was previously not possible, as conventional
dynamometers are unable to simulate these test parameters.
In addition to an automatic programme in which the relevant
control elements of the 9G-TRONIC are actuated by robots and
defined test routines are carried out, FATS also allows a manual
mode. In this case the test engineers sit inside the vehicle
during the test cycle, and operate the controls as they would in
normal road traffic. This enables problems that only occur
irregularly or haphazardly in normal test operations to be
precisely localised, so that suitable counter-measures can be
taken.
Blocked or pivoted: test benches for endurance runs and
to verify the oil supply
In addition to FATS, other test units were used during the
development phase for the 9G-TRONIC which tested the longterm durability and oil circuit of the transmission under all
conceivable conditions. In the so-called block test rig, the
powertrain with its engine, 9G-TRONIC and propshaft is
assembled and tortured on previously recorded, digitised test
routes for example with high-speed endurance runs on an oval
circuit, or on steep mountain gradients with or without a trailer.
Air drag and rolling resistance are simulated by an electric motor
connected to the propshaft.

Page 28
As a reliable oil supply and the necessary oil levels within the
transmission under all operating conditions can only be partly
simulated in a computer model, the engineers came up with a
test rig with "X-ray eyes". They produced a transparent
transmission housing for the 9G-TRONIC from a high-strength
plastic, installed the complete automatic transmission assembly
inside it and mounted this "glass 9G-TRONIC" on a special
pivoting test rig. During the subsequent test runs the glass
transmission was subjected to different engine speeds, oil
temperatures from -20 to +120 degrees C and various tilting
angles along the longitudinal and transverse axis to simulate
linear and lateral acceleration. In the process the oil circuit was
monitored with the help of HD cameras and optimised where
necessary.
Thanks to this intensive preparation with virtual tests and
extensive test rig operation, the practical trials with prototypes
were able to commence at a very high level of maturity, making
the entire test procedure much more effective. More than 5
million kilometres were covered during these practical trials in a
wide range of prototypes.
The extensive test programme ensures the reliability and longterm durability of the 9G-TRONIC as a hallmark of the brand.

Page 29
Review of automatic transmission development
22 million automatic transmissions

from
Mercedes-Benz
1961: first automatic transmission from MercedesBenz
The first electronically controlled 7-speed automatic
transmission
with torque converter, the 7G-TRONIC, came from
Mercedes-Benz
The 9G-TRONIC is already the seventh automatic
transmission generation from Mercedes-Benz
In the interests of improving driving comfort, Mercedes-Benz
began the development of transmissions to reduce the driver's
workload as an early stage. As early as 1930, the Model 770
"Grand Mercedes" was equipped with a semi-automatic, suctionoperated linkage for the overdrive. This milestone was a first
step by Mercedes-Benz on the way to an automatic
transmission. However, the first really automatic transmission, a
three-speed torque converter transmission, offered by MercedesBenz for the Model 300 "Adenauer" from autumn 1955 was an
American design by Borg-Warner.
In 1957 the "Hydrak" hydraulic automatic clutch developed inhouse appeared as an optional extra for the 190, 219 and 220 S
models. This system combined a hydraulic start-off clutch and a
conventional single-disc dry clutch for clutch
engagement/disengagement during gear changes with an
overrunning clutch bypassing the hydraulic clutch. With
"Hydrak" the Mercedes-Benz driver no longer needed to operate
a clutch, though gear changes continued to be manual.

Page 30
The first automatic transmission from Mercedes-Benz

appeared in 1961
As a completely new development produced in-house, the fullyfledged four-speed automatic transmission available from 1961
for the luxury class saloons, coups and convertibles proved a
trailblazer for the entire industry. In contrast to Borg-Warner's
automatic transmission, this in-house design had no torque
converter but rather a hydraulic clutch, with the advantage of
lower power losses. The downstream four-speed planetary
gearbox consisted of two planetary gear sets, three multi-disc
clutches and three band brakes. From 1963 every MercedesBenz car model and even the 230 SL sports car - was
optionally available with an automatic transmission.
In 1972 Mercedes-Benz changed over to a newly developed
generation of automatic torque converter transmissions, which
established themselves as three or four-speed transmissions in
all model series by 1973. From 1979 Mercedes-Benz introduced
a newly developed generation of automatic torque converter
transmissions which excelled with high efficiency, a wider torque
conversion range and reduced fuel consumption. The version for
the most powerful engines was now also equipped with four
rather than three gears. In 1989 a variant with five speeds was
added for the six-cylinder models.
In 1995 the new five-speed automatic introduced by MercedesBenz for the V12 and V8 models was a major milestone in
automatic transmission development. For the first time it
combines an electronic control system and a torque converter
lock-up clutch. The result was significantly improved ride
comfort and reduced fuel consumption. The transmissions
computer automatically adapted its gearshifting characteristics
to the current driving situation and the individual wishes of the
driver. In addition the electronics adjusted the shift points on
uphill or downhill gradients, preventing sudden gear changes

Page 31
that could unfavourably affect vehicle handling. It also excelled

by having two transmission modes and being of modern
lightweight construction. In 1998 an improved variant of the
five-speed automatic transmissions entered series production for
the new S-Class (220 series), featuring a further development in
the form of Touchshift.
7G-TRONIC: the first electronically controlled sevenspeed automatic torque converter transmission
In 2003 Mercedes-Benz reached new heights with the 7GTRONIC, the world's first electronically controlled seven-speed
automatic torque converter transmission for passenger cars.
This made Mercedes-Benz models more economical and faster in
acceleration. In addition this transmission significantly improved
gearshift comfort. Having seven ratios allowed small increases in
engine speed making it easier to ensure the right ratio for the
current driving situation. At the same time the ratio spread
between the lowest and highest gear became larger. This
reduced the average engine speed a plus point in terms of
both fuel consumption and noise comfort. During rapid
downshifts (kick-down) the individual gears were no longer
necessarily shifted in sequence. Instead the control system of
the new 7G-TRONIC transmission skipped individual gears if
necessary, e.g. shifting from seventh directly to fifth gear and
then to third gear. Depending on the driving situation, this
meant that the previous four gearshift operations required to
accelerate the car rapidly during kick-down were reduced to two.
At the same time the quality of gear shifts was greatly improved.
They became much smoother and hardly perceptible,
particularly in the upper gears.
In 2005 Mercedes-Benz dispensed with the usual automatic
selector lever in the centre console of the new M-Class, the RClass and the S-Class, and instead used a stalk on the steering
column with which the driver operated the transmission the

Page 32
DIRECT SELECT gearshift. Additional steering wheel shift buttons

allowed manual preselection of the seven gears. This enabled
the driver to make optimal use of the power from six or eight
cylinders in any driving situation.
From 2008 the Mercedes-Benz SL became available with 7GTRONIC Sport and steering wheel shift paddles. This featured a
double-declutch function activated during manual downshifts.
This not only produced a very sporty sound, but was also in the
interests of safety and comfort, as the double-declutching
synchronised the crankshaft and transmission speeds. The
advantage: gear shifts became even smoother, and typical load
cycle reactions were noticeably reduced. In 2009 the AMG
SPEEDSHIFT DCT 7-speed sports transmission appeared for the
SLS AMG. This excelled with fast gear changes and practically no
interruptions in tractive power. Four different transmission
modes were available to the driver: the fuel-efficient "C"
(Controlled Efficiency), "S" (Sport), "S+" (Sport plus) and "M"
(Manual). An automatic double-declutching function was active
in Sport, Sport plus and Manual mode, and all modes could be
conveniently operated via a rotary control in the AMG DRIVE
UNIT. The RACE START function allowed optimal traction as did
the mechanical differential lock integrated into the compact
transmission housing.
2010: the sixth generation of automatic transmissions
7G-TRONIC PLUS
In 2010 Mercedes-Benz presented a further development of its
seven-speed automatic transmission with the new-generation
CL-Class (216 series):
7G-TRONIC PLUS. This was even more comfortable, faster and
more economical than the first-generation 7G-TRONIC. An
engine connection with further reduced torque converter slip
and significantly lower internal power losses optimised the
efficiency. The various innovations ensured that in ECO mode,

Page 33
there was a reduction in engine speeds that greatly contributed

to fuel savings. In 2012 the new SL was likewise launched with
the 7G-TRONIC PLUS. New feature: the Roadster was the first
Mercedes-Benz to be equipped with the newly developed DIRECT
SELECT gearshift in the centre console, a feature reminiscent of
a high-quality joystick. In this way the premium brand
established a completely new generation of centre gear shifts
for vehicles with shift-by-wire transmission technology.
The latest development stage of the 7G-TRONIC PLUS entered
use in 2013, in the E 300 BlueTEC HYBRID. Here Mercedes-Benz
combines the 2.2-litre four-cylinder diesel engine developing 150
kW (204 hp) with a powerful hybrid module. The 20 kW electric
motor is integrated into the transmission's torque converter
housing. The electric motor assists the diesel engine when
accelerating (boosting), and is used to recuperate braking
energy in generator operation. At the same time it is suitable for
purely electric driving.
First AUTOTRONIC CVT transmission in the A-Class
In 2004 Mercedes-Benz introduced the AUTOTRONIC system
developed in-house as an optional extra for the A-Class (169
series). AUTOTRONIC operates on the principle of a
"continuously variable transmission" (CVT), in which the ratios
are varied continuously using a pulley wheel variator.
Accordingly, it does not employ the paired gear wheels normally
used in automatic transmissions. The main advantages of
AUTOTRONIC compared with a conventional manual
transmission are improved ride comfort, extra flexibility and
quicker acceleration.
The 7G-DCT dual clutch transmission: comfortable and
efficient

Page 34
In 2011 a further Mercedes-Benz automatic transmission

celebrated its debut in the B-Class: the 7G-DCT dual clutch
transmission. Extremely compact, highly adaptable to engine
speeds thanks to seven gears and start/stop capable by virtue of
an electric oil pump, this transmission performs gear shifts with
no interruption in tractive power and combines the comfort of an
automatic with the efficiency of a manual transmission. 7G-DCT
is an automated three-shaft manual transmission consisting of
two partial transmissions, each with its own clutch. Both clutch
actuation and gear changing are fully automatic without any
interruption in tractive power, It allows both exceptionally
comfortable and dynamic driving.
Thanks to its seven gears, it offers an exceptionally large spread
of up to 7.99. This means that a very short transmission ratio is
available when moving off on an uphill slope with a high
payload, for example, while during cruising the engine speed
can be lowered considerably. For the first time the efficiency of
this transmission matches that of a manual transmission.
The new 4MATIC for the compact models also combined with 7GDCT. The special feature of this technology is that the power flow
to the rear drive train is provided by a compact power take-off
unit (PTU) which is fully integrated into the main transmission
and supplied with lubricant from the latter's oil circuit. This
configuration gives rise to substantial weight advantages over
competitor systems that branch off power by means of an addon component with its own oil circuit. The models A 45 AMG, CLA
45 AMG and GLA 45 AMG feature a particularly sporty variant of
this drive technology. The AMG SPEEDSHIFT DCT 7-speed sports
transmission is specifically configured for the world's most
powerful four-cylinder engine, and thrills with its additional
functions of double-declutching and RACE START.

Page 35
Technical data for the 9G-TRONIC

_________________________________________________________________________________
Transmission
Electronically controlled automatic

transmission
9G-TRONIC
9+R
Aluminium/magnesium
Number of gears
Torque
converter/transmission
housing
Cooling/lubrication
on-demand active control of the lubricating

and
cooling oil flow; mechanical main pump,
electric auxiliary oil pump
Gear sets
4 planetary gear sets
Control
Hydraulic direct control
Shift elements
3 multi-disc brakes, 3 multi-disc clutches
Starting device
Hydraulic torque converter
Efficiency of starting device %
92
Lockup clutch
Multi-disc clutch with return spring
Comfort elements
Twin-turbine torsion damper with
centrifugal pendulum
Sensors
Three for rpm, temperature, pressure and
position
Control unit
Fully integrated transmission control unit
Gear change/transmission
DIRECT SELECT gearshift / E,S, M, Shortmode
term M
Possible drive configurations
Rear-wheel drive
4MATIC all-wheel drive
Hybrid drive
Plug-in hybrid drive
ECO start/stop as standard
Gear ratios, i=
1st gear
5.50
2nd gear
3.33
3rd gear
2.32
4th gear
1.66
5th gear
1.21
6th gear
1.00
7th gear
0.87
8th gear
0.72
9th gear
0.60
Reverse
R -4.93
Ratio spread
9.15
_________________________________________________________________________
Suitable engines
Number of
cylinders/arrangement
Max. output
Max. input torque
4, 6, 8, 12/in-line and V engines

kW/hp
Nm
open
1000
_________________________________________________________________________
Dimensions and weights
Overall length
mm
Overall width
mm
Overall height
mm
approx. 639- 649

384
391

Page 36
Length of main transmission mm

shaft
Weight (including torque
kg
converter and transmission
oil)
550
95

Page 37
Mercedes-Benz E 350 BlueTEC Saloon (9GTRONIC)

Engine
Number of
Displacement
Bore x stroke
Rated output
Rated torque
Compression ratio
Mixture formation
V6, 4 valves per cylinder

cc
mm
kW/hp
Nm
2987
83.0 x 92.0
185/252 at 3600 rpm
620 at 1600-2400 rpm
15.5: 1
High-pressure fuel injection with commonrail technology, VNT turbocharger, EDC
Power transmission
Transmission
Gear ratios
Final-drive ratio
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
8th gear
9th gear
Reverse
Chassis and suspension
Front axle
Independent multi-link front suspension, coil

springs, twin-tube gas-filled shock absorbers,
anti-roll bar
Independent multi-link rear suspension, coil
springs, single-tube shock absorbers, anti-roll
bar
Internally ventilated and perforated disc
brakes at front, internally ventilated disc
brakes at rear, electric parking brake, ABS,
Brake Assist, ESP
Electromechanical rack-and-pinion power
steering
7.5 J x 16
225/55 R 16 W
Rear axle
Braking system
Steering
Wheels
Tyres
Wheelbase
Track, front/rear
Length (overall)
Width (overall)
Height (overall)
Turning circle
Boot capacity max.*
Kerb weight acc. to EC
Payload
Perm. gross vehicle weight
Tank capacity/incl. reserve of
9G-TRONIC automatic transmission

2.24
5.50
3.33
2.32
1.66
1.21
1.00
0.87
0.72
0.60
-4.93
mm
mm
mm
mm
mm
m
l
kg
kg
kg
l
2874
1583/1599
4879
1854
1475
11.28
490
1885
555
2440
59.0/8.0
Performance and fuel consumption

Acceleration 0-100 km/h
sec.
6.6

Page 38
Top speed
Combined fuel consumption
CO2 emissions
km/h
250
l/100 km 5.3 - 5.6
g/km
138 - 148
*acc. to VDA measuring method

Page 39
Mercedes-Benz E 350 BlueTEC Estate (9GTRONIC)

Engine
Number of
Displacement
Bore x stroke
Rated output
Rated torque
Compression ratio
Mixture formation
V6, 4 valves per cylinder

cc
mm
kW/hp
Nm
2987
83.0 x 92.0
185/252 at 3600 rpm
620 at 1600-2400 rpm
15.5: 1
High-pressure fuel injection with commonrail technology, VNT turbocharger, EDC
Power transmission
Transmission
Gear ratios
Final-drive ratio
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
8th gear
9th gear
Reverse
Chassis and suspension
Front axle
Independent multi-link front suspension, coil

anti-roll bar
Independent multi-link rear suspension, air
anti-roll bar
Internally ventilated and perforated disc
brakes at front, internally ventilated disc
brakes at rear, electric parking brake, ABS,
Brake Assist, ESP
Electromechanical rack-and-pinion power
steering
7.5 J x 16
225/55 R 16 W
Rear axle
Braking system
Steering
Wheels
Tyres
Wheelbase
Track, front/rear
Length (overall)
Width (overall)
Height (overall)
Turning circle
Boot capacity max.*
Kerb weight acc. to EC
Payload
Perm. gross vehicle weight
Tank capacity/incl. reserve of
9G-TRONIC automatic transmission

2.24
5.50
3.33
2.31
1.66
1.21
1.00
0.87
0.72
0.60
-4.93
mm
mm
mm
mm
mm
m
l
kg
kg
kg
l
2874
1583/1604
4905
1854
1507
11.28
1855
1955
595
2550
59.0/8.0
Performance and fuel consumption

Acceleration 0-100 km/h
sec.
6.9

Page 40
Top speed
Combined fuel consumption
CO2 emissions
km/h
250
l/100 km 5.5 - 5.7
g/km
144 - 150
*acc. to VDA measuring method


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Added comfort and driving pleasure,

reduced consumption: the new 9GTRONIC

Mercedes-Benz E 350 BlueTEC

A transmission under electronic control

The best out of 85 billion possibilities

22 million automatic transmissions from MercedesBenz

Daimler Communications, 70546 Stuttgart/Germany

New nine-speed automatic transmission in the Mercedes-Benz E

Premiere of the new 9G-TRONIC

Daimler Communications, 70546 Stuttgart/Germany

Daimler Communications, 70546 Stuttgart/Germany

housing with weight-optimised plastic oil pan is made of an even

Daimler Communications, 70546 Stuttgart/Germany

To ensure the reliable and at the same time energy efficient

Daimler Communications, 70546 Stuttgart/Germany

passenger car transmissions have left the manufacturing plant

Daimler Communications, 70546 Stuttgart/Germany

The 9G-TRONIC is suitable for rear-wheel and all-wheel drives as

Daimler Communications, 70546 Stuttgart/Germany

Discovering the inside of the 9G-TRONIC

Innovative solutions for maximum

Daimler Communications, 70546 Stuttgart/Germany

cold-starting under Arctic conditions. The second-generation,

Daimler Communications, 70546 Stuttgart/Germany

More comfort: twin turbine torsion damper and

Daimler Communications, 70546 Stuttgart/Germany

lockup clutch was previously only hydraulically controlled. Use of

Daimler Communications, 70546 Stuttgart/Germany

Structure of the planetary gear set

Daimler Communications, 70546 Stuttgart/Germany

Reliable oil supply using the power of two pumps

Daimler Communications, 70546 Stuttgart/Germany

of oil is added as needed to ensure smooth gear shifts or when

Maximum precision: main transmission shaft with three

Daimler Communications, 70546 Stuttgart/Germany

On the engine side, a large axial hollow-drilled hole measuring a

distance and parallelity of the holes versus each other

distance and parallelity of the holes versus the outer

avoidance of twisting during the drilling process

radial positioning of the three drilled holes to ensure a

correct depth of the individual holes

Daimler Communications, 70546 Stuttgart/Germany

residue-free drilling with no microfine swarf remaining in

Reduction in cooling lubricants by 99.9 percent

Daimler Communications, 70546 Stuttgart/Germany

maintaining absolute dimensional accuracy. In addition, the

Daimler Communications, 70546 Stuttgart/Germany

Daimler Communications, 70546 Stuttgart/Germany

Transmission controlled by electronics

Artificial intelligence for a natural

Daimler Communications, 70546 Stuttgart/Germany

sensors, are combined together on a single mounting bracket.

internal transmission rpm (rpm of the main transmission

rpm of the turbine (output rpm of the torque converter).

The extensive, networked sensor system with its continuous

Daimler Communications, 70546 Stuttgart/Germany

The following is an example using the power flow in 1st gear.

The planetary carrier of the 1st gear set is connected to

The multi-disc brake A brakes the inner centre gear of the

The output shaft rotates with reduced input rpm and a

As shown in the diagram:

Daimler Communications, 70546 Stuttgart/Germany

Power transfer follows the following principle: