Mercedes-Benz 5G-Tronic transmission

5G-Tronic
5G-Tronic
Overview
Manufacturer	Mercedes-Benz Group AG; Chrysler Group LLC; FCA-US
Also called	Mercedes 722.6, Chrysler NAG1, Chrysler A580
Production	1996-2020
Body and chassis
Class	5-speed longitudinal automatic transmission
Chronology
Predecessor	Mercedes-Benz 4G-Tronic transmission
Successor	Mercedes-Benz 7G-Tronic transmission

5G-Tronic is Mercedes-Benz's trademark name for its five-speed automatic transmission, starting off with the W5A 580 and W5A 330 (Wandler-5-Gang-Automatik bis 580 oder 330 Nm Eingangsdrehmoment; converter-5-gear-automatic with 330 N⋅m (243 lb⋅ft) or 580 N⋅m (428 lb⋅ft) maximum input torque; type 722.6) as core models.

Abstract

The 5G-Tronic (model W5A 330 and W5A 580 · type 722.6) is an electronically shifted 5-speed overdrive automatic transmission with torque converter lock-up (typically in gears 3, 4 and 5) and 2-speed for reverse. In all applications this transmission is identified as the New Automatic Gearbox Generation One, or NAG1.

It replaced the older 4-speed 4G-Tronic transmission-family and its 5-speed derivative, and was replaced by the much more complex and costly 7-speed^[a] Mercedes-Benz 7G-Tronic (model W7A 700 · type 722.9) transmission with 11 main components introduced in 2003. Due to its high torque capacity (up to 1,000 N⋅m (738 lb⋅ft)) and lower cost, it was retained for turbocharged V12 engines, four-cylinder applications and commercial vehicles for almost a decade. It is still being built for niche applications (e.g. Sprinter with petrol/CNG M111 engine, Jeep Wrangler, etc.).

Specifications

Layout

Progress is reflected in 5 forward gears^[b] using 9 main components, compared to 5 forward gears^[c] with 11 main components in the direct predecessor. It is fully electronically controlled and equipped with a torque converter lock-up.

Gear Ratios^[d]
Gear Model	R 2	R 1	1	2	3	4	5	Total Span	Avg. Step	Compo- nents

W5A 330 · 1996	−1.899	−3.100	3.932	2.408	1.486	1.000	0.830	4.735	1.475	3 Gearsets 3 Brakes 3 Clutches
W5A 580 · 1996	−1.926	−3.160	3.588	2.186	1.405	1.000	0.831	4.315	1.441
W5A 330 · 2004	−1.930	−3.147	3.951	2.423	1.486	1.000	0.833	4.742	1.476
W5A 580 · 2004	−1.926	−3.167	3.595	2.186	1.405	1.000	0.831	4.327	1.442

^ plus 2 reverse gears
^ plus 2 reverse gears
^ plus 1 reverse gear
^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

In-Depth Gear Ratios
With Assessment		Planetary Gearset: Teeth^[a]			Count	Total	Avg.

Model Type	Version First Delivery	S₁^[b] R₁^[c]	S₂^[d] R₂^[e]	S₃^[f] R₃^[g]	Brakes Clutches	Ratio Span	Gear Step^[h]
Gear Ratio	R 2 ${i_{R2}}$	R 1 ${i_{R1}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$
Step	${\tfrac {i_{R1}}{i_{R2}}}$	$-{\tfrac {i_{R1}}{i_{1}}}$ ^[i]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[j]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$
Step 2^[k]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R2}}}$	${\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$
Δ Shaft Speed	${\tfrac {i_{1}}{i_{R1}}}-{\tfrac {i_{1}}{i_{R2}}}$	$0-{\tfrac {i_{1}}{i_{R1}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$

W5A 280 722.6^[l]	280 N⋅m (207 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Ratio	−1.8986	−3.1002^[i]	3.9319	2.4079^[m]	1.4857^[m]	1.0000^[h]	0.8305^[n]

W5A 300 722.6^[o]	300 N⋅m (221 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Ratio	−1.8986	−3.1002^[i]	3.9319	2.4079^[m]	1.4857^[m]	1.0000^[h]	0.8305^[n]

W5A 330 722.6^[p]	330 N⋅m (243 lb⋅ft) 1996	50 79	34 70	54 87	3 3	4.7345	1.4751^[h]
Gear Ratio	−1.8986 $-{\tfrac {966}{493}}$	−3.1002^[i] $-{\tfrac {120,744}{38,947}}$	3.9319 ${\tfrac {315,276}{80,185}}$	2.4079^[m] ${\tfrac {2,444}{1,015}}$	1.4857^[m] ${\tfrac {52}{35}}$	1.0000^[h] ${\tfrac {1}{1}}$	0.8305^[n] ${\tfrac {60,372}{72,697}}$
Step	1.6329	0.7885^[i]	1.0000	1.6329	1.6207	1.4857^[h]	1.2042
Step 2^[k]				1.0075^[m]	1.0908^[m]	1.2338
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[n]

W5A 400 722.6^[q]	400 N⋅m (295 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Ratio	−1.9259	−3.1605^[i]	3.5876	2.1862^[m]	1.4054^[m]	1.0000	0.8314^[n]

W5A 580 722.6^[r]	580 N⋅m (428 lb⋅ft) 1996^[1]^[2]	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1605^[i] $-{\tfrac {256}{81}}$	3.5876 ${\tfrac {3,584}{999}}$	2.1862^[m] ${\tfrac {728}{333}}$	1.4054^[m] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8314^[n] ${\tfrac {3,328}{4,003}}$
Step	1.6410	0.8810^[i]	1.0000	1.6410	1.5556	1.4054	1.2028
Step 2^[k]				1.0549^[m]	1.1068^[m]	1.1684
Speed	–1.8628	–1.1351	1.0000	1.6410	2.5527	3.5876	4.3152
Δ Speed	0.7277	1.1351	1.0000	0.6410	0.9117	!1.0349	0.7277^[n]

W5A 900 722.6^[s]	900 N⋅m (664 lb⋅ft) 1996	50 78	30 74	50 90	3 3	4.3152	1.4413^[h]
Ratio	−1.9259	−3.1605^[i]	3.5876	2.1862^[m]	1.4054^[m]	1.0000	0.8314^[n]

W5A 330 722.6^[t]	330 N⋅m (243 lb⋅ft) Chrysler · 2004	58 92	34 70	65 103	3 3	4.7425	1.4757^[h]
Gear Ratio	−1.9303 $-{\tfrac {3,380}{1,751}}$	−3.1473^[i] $-{\tfrac {126,750}{40,273}}$	3.9510 ${\tfrac {9,360}{2,369}}$	2.4233^[m] ${\tfrac {1,248}{515}}$	1.4857^[m] ${\tfrac {52}{35}}$	1.0000^[h] ${\tfrac {1}{1}}$	0.8331^[n] ${\tfrac {253,500}{304,279}}$
Step	1.6304	0.7966^[i]	1.0000	1.6304	1.6311	1.4857^[h]	1.2003
Step 2^[k]				0.9996^[m]	1.0978^[m]	1.2378
Speed	–2.0709	–1.2683	1.0000	1.6329	2.6464	3.9319	4.7345
Δ Speed	0.8027	1.2683	1.0000	0.6329	1.0135	1.2854	0.8027^[n]

W5A 580 722.6^[u]	580 N⋅m (428 lb⋅ft) Chrysler · 2004	58 90	30 74	60 108	3 3	4.3266	1.4422^[h]
Gear Ratio	−1.9259 $-{\tfrac {52}{27}}$	−3.1671^[i] $-{\tfrac {3,848}{1,215}}$	3.5951 ${\tfrac {1,456}{405}}$	2.1862^[m] ${\tfrac {728}{333}}$	1.4054^[m] ${\tfrac {52}{37}}$	1.0000 ${\tfrac {1}{1}}$	0.8309^[n] ${\tfrac {3,848}{4,631}}$
Step	1.6444	0.8810^[i]	1.0000	1.6444	1.5556	1.4054	1.2035
Step 2^[k]				1.0571^[m]	1.1068^[m]	1.1678
Speed	–1.8667	–1.1351	1.0000	1.6444	2.5580	3.5951	4.3266
Δ Speed	0.7315	1.1351	1.0000	0.6444	0.9136	1.0370	0.7315^[n]

Ratio R & even	$i_{R2}=-{\tfrac {S_{3}(S_{2}+R_{2})}{S_{2}R_{3}}}$			$i_{2}={\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{R_{2}R_{3}}}$		$i_{4}={\tfrac {1}{1}}$
Ratio R & odd	$i_{R1}=-{\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}R_{3}}}$		${\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})(S_{3}+R_{3})}{R_{1}R_{2}R_{3}}}$		${\tfrac {S_{2}+R_{2}}{R_{2}}}$	${\tfrac {S_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{S_{3}(S_{1}+R_{1})(S_{2}+R_{2})+S_{1}S_{2}R_{3}}}$
Algebra And Actuated Shift Elements^[v]
Brake 1^[w]		❶	❶				❶
Brake 2^[x]			❶	❶	❶
Brake BR^[y]	❶	❶
Clutch 1^[z]	❶			❶	❶	❶
Clutch 2^[aa]					❶	❶	❶
Clutch 3^[ab]	❶	❶	❶	❶		❶	❶

^ Layout • Input and output are on opposite sides • Planetary gearset 1 is on the input (turbine) side • Input shafts are R₁ and, if actuated, R₂ • Output shaft is C₂ (planetary gear carrier of gearset 3) ^ 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o 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 two) is always larger and the upper half of them (rounded up, here the last two) 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 ^h ⁱ ^j ^k ^l ^m Standard REV: reverse gear is similar to 1^st gear Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st 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 ^ Standard FIRST: gear step 1^st to 2^nd gear With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd 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 ^e From right to left ^ for Vans: Vito · Sprinter · Vario^[1]^[2] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x Standard SECOND: 2^nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2^nd 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 ^ for SUV with 6 cylinder engines^[1]^[2] ^ for passenger cars with 4, 5 and 6 cylinder engines^[1]^[2] ^ for SUV with 8 cylinder engines^[1]^[2] ^ for passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[1]^[2] ^ for cars with 8 and 12 cylinder turbocharged engines^[1]^[2] ^ for cars from Chrysler with 6 cylinder engines^[1]^[2] ^ for cars from Chrysler with 8 cylinder engines^[1]^[2] ^ C₁ and C₁ (carrier 1) and R₃ share a common shaft R₂ and C₃ (carrier 3) share a common shaft ^ Blocks S₁ (sun gear of the inner Ravigneaux geaset) ^ Blocks S₂ ^ Blocks R₂ and C₃ (carrier of gearset 3) ^ Couples S₁ with C₁ (carrier 1) and R₃ ^ Couples R₁ with R₂ and C₃ (carrier 4) ^ Couples S₂ with S₃ (carrier 4)

Special operating modes

Winter/Summer (Standard) Mode

Activated by a toggle switch, Winter mode sets the gearbox to start off in 2nd gear, both in Drive and Reverse. This is designed to reduce wheelspin on icy surfaces. Also in "W" mode the transmission will shift at lower speeds. "S" mode is not sport but Sommer (German for summer) or Standard.

With Jaguar XJR applications the switch is labelled "Sport". In regular driving mode the gearbox starts off in 2nd gear, both in Drive and Reverse, and will only engage 1st gear when triggered via the kickdown switch (Drive only). While "Sport" mode is enabled the gearbox will always start off in 1st gear.

Speedshift (2001–)

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

It was first used in 2001 Mercedes-Benz C 32 AMG^[3] and 2001 Mercedes-Benz SLK 32 AMG.^[4]

AMG Speedshift (2002–)

A version with mechanical lock-up of the torque converter from first gear and steering-wheel-mounted shifter. AMG Speedshift is also used in 7G-Tronic transmission.^[5]

It was first used in 2002 Mercedes-Benz E 55 AMG, S 55 AMG, C55, CL 55 AMG.^[6]

AMG Speedshift R

A version used in Mercedes-Benz SLR McLaren. It includes three manual modes.

Applications

Mercedes models

Mercedes S-Class

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

Mercedes CL

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

Mercedes CLS

2004–2006 Mercedes-Benz C219

Mercedes E-Class

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

Mercedes C-Class

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

Mercedes CLK

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

Mercedes ML

1998–2005 Mercedes-Benz W163

Mercedes G-Class

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

Mercedes SLK

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

Mercedes SL

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

Mercedes SLR

2005–2009 Mercedes-Benz W199

Maybach

2002–2013 Maybach 57 and 62

Non Mercedes-Benz models

Jeep

2002–2013 Jeep Grand Cherokee^[7] (02-04 WG Diesel W5J400, 05-10 WK V6, WK 6.1 SRT V8, WH V6 3.0 Diesel export only Steyr W5A580)
2006–2010 Jeep Commander XK (3.7 gas) XH (3.0 diesel - export)
2012–2018 Jeep Wrangler (JK)^[8]
Jeep Liberty (KK) (W5A580)

Dodge

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

Chrysler

2004–2008 Chrysler Crossfire, all models^[9]
2005–2014 Chrysler 300

Lancia

2011–2014 Lancia Thema

Jaguar

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

SsangYong

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

Porsche

2001–2010 Porsche 996.2 and 997.1 Carrera and Turbo

Freightliner

2001–2007 Freightliner Sprinter Vans (USA)

References

External links

[1] us 2 reverse gears

[2] us 2 reverse gears

[3] us 1 reverse gear

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

[5] Layout
• Input and output are on opposite sides
• Planetary gearset 1 is on the input (turbine) side
• Input shafts are R₁ and, if actuated, R₂
• Output shaft is C₂ (planetary gear carrier of gearset 3)

[6] Sun 1: sun gear of gearset 1

[7] Ring 1: ring gear of gearset 1

[8] Sun 2: sun gear of gearset 2

[9] Ring 2: ring gear of gearset 2

[10] Sun 3: sun gear of gearset 3

[11] Ring 3: ring gear of gearset 3

[50/50-12] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o 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 two) is always larger and the upper half of them (rounded up, here the last two) 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

[REV-13] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Standard REV: reverse gear is similar to 1^st gear
Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st 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

[1st-14] Standard FIRST: gear step 1^st to 2^nd gear
With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd 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

[RL-15] From right to left

[18] r Vans: Vito · Sprinter · Vario^[1]^[2]

[2nd-19] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x Standard SECOND: 2^nd degree steps above 1
With consistently rising (from right to left) gear steps, each 2^nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory

[speed-20] ^ ^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

[21] r SUV with 6 cylinder engines^[1]^[2]

[22] r passenger cars with 4, 5 and 6 cylinder engines^[1]^[2]

[23] r SUV with 8 cylinder engines^[1]^[2]

[24] r passenger cars with 8 and 12 cylinder engines and later for the 6 cylinder turbocharged diesel direct injection engines^[1]^[2]

[25] r cars with 8 and 12 cylinder turbocharged engines^[1]^[2]

[26] r cars from Chrysler with 6 cylinder engines^[1]^[2]

[27] r cars from Chrysler with 8 cylinder engines^[1]^[2]

[28] C₁ and C₁ (carrier 1) and R₃ share a common shaft
R₂ and C₃ (carrier 3) share a common shaft

[29] Blocks S₁ (sun gear of the inner Ravigneaux geaset)

[30] Blocks S₂

[31] Blocks R₂ and C₃ (carrier of gearset 3)

[32] Couples S₁ with C₁ (carrier 1) and R₃

[33] Couples R₁ with R₂ and C₃ (carrier 4)

[34] Couples S₂ with S₃ (carrier 4)

[ATSG1-16] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ https://www.scribd.com/embeds/92643386/content?start_page=1&view_mode=list&access_key=key-7h437wiv215r2tv8d93>

[ATSG2-17] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ http://www.w124performance.com/docs/mb/transmission/722.6/trans_722.6_ATSG_2004.pdf>

[35] C 32 AMG: High-performance saloon with a high-torque, six-cylinder supercharged engine

[36] SLK 32 AMG: 354 hp V6 - the new leader among the compact roadsters

[37] The new Mercedes-Benz SLK-Class: Celebrating its world premiere at the Geneva Motor Show

[38] Mercedes-AMG GmbH launches V8 Kompressor initiative: up to 368 kW/500 hp for the E-Class, S-Class and CL-Class

[39] :Jeep Grand Cherokee

[40] :Jeep Wrangler

[41] Chrysler Crossfire

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