Mercedes-Benz first series automatic transmission

The Mercedes-Benz first series of automatic transmission was produced from 1961 to 1983 in 4- and 3-speed variants for Mercedes-Benz passenger cars. In addition, variants for commercial vehicles were offered.

This transmission was the first Mercedes-Benz automatic transmission in-house developing.^[1] Before this, the company used semi-automatic systems like a vacuum-powered shifting for overdrive or the "Hydrak" hydraulic automatic clutch system. Alternatively, they bought automatic transmissions of other vendors, such as the Detroit gear 3-speed automatic transmission from BorgWarner for the 300 c and 300 d (not to be confused with the later 300 D and its successors).

The automatic transmissions are for engines with longitudinal layout for rear-wheel-drive layout passenger cars. The control of the fully automatic system is fully hydraulic and it uses electrical wire only for the kickdown solenoid valve and the neutral safety switch.

Physically, it can be recognized for its pan which uses 16 bolts.

The K4A 025^[a] (without type designation) is the first of the series, launched in April 1961 for the W 111 220 SEb, later replaced with the more reliable K4C 025 (type 722.2). It is a 4-speed unit and uses fluid coupling (also referred in some manuals as hydraulic/automatic clutch).

The design of the transmission results in poor shifting comfort, which does not meet Mercedes-Benz standards. This applies in particular to the change from 2nd to 3rd gear (and vice versa), which requires a group change, i.e. affects all shift elements.

For this first 4-speed model^[b] 8 main components^[c] are used. It is the only exemption which uses only 2 planetary gearsets for 4 speeds.

Gear Ratios

With Assessment		Planetary Gearset: Teeth Simple[a]		Count	Total[b] Center[c]	Avg.[d]
Model Type	Version First Delivery	S1[e] R1[f]	S2[g] R2[h]	Brakes Clutches	Ratio Span	Gear Step[i]
Gear Ratio	R ${\displaystyle {i_{R}}}$		1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$
Step[i]	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[j]		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[k]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$
Δ Step[l][m]				${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$
Shaft Speed	${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$
Δ Shaft Speed[n]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$
K4A 025 N/A	25 kp⋅m (181 lb⋅ft) 1961[2][3]	50 76	44 76	3 3	3.9789 1.9947	1.5846[i]
Gear Ratio	−4.1455 ${\displaystyle -{\tfrac {228}{55}}}$		3.9789 ${\displaystyle {\tfrac {378}{95}}}$	2.5200[i][m] ${\displaystyle {\tfrac {63}{25}}}$	1.5789[i] ${\displaystyle {\tfrac {30}{19}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step	1.0418		1.0000	1.5789[i]	1.5960[i]	1.5789
Δ Step[l]				0.9893[m]	1.0108
Speed	-0.9598		1.0000	1.5789	2.5200	3.9789
Δ Speed	0.9598		1.0000	0.5789	0.9411	1.4589
Ratio R & Even	${\displaystyle -{\tfrac {R_{1}(S_{2}+R_{2})}{S_{1}S_{2}}}}$			${\displaystyle {\tfrac {S_{1}+R_{1}}{S_{1}}}}$		${\displaystyle {\tfrac {1}{1}}}$
Ratio Odd			${\displaystyle {\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})}{S_{1}R_{2}}}}$		${\displaystyle {\tfrac {S_{2}+R_{2}}{R_{2}}}}$
Algebra And Actuated Shift Elements
Brake B1[o]			❶	❶
Brake B2[p]			❶		❶
Brake B3[q]	❶
Clutch K1[r]					❶	❶
Clutch K2[s]				❶		❶
Clutch K3[t]	❶
^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is S1 and, if actuated, C1 (the carrier of gearset 1) Output shaft is C2 (the carrier of gearset 2) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\displaystyle {\tfrac {i_{1}}{i_{n}}}}$ 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 ^ Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\tfrac {1}{2}}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step ${\displaystyle ({\tfrac {i_{1}}{i_{n}}})^{\tfrac {1}{n-1}}}$ 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 ^ a b c d e f g 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 1) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) 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) ^ 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) ^ 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) ^ a b From large to small gears (from right to left) ^ a b c 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) ^ 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) ^ Blocks R1 ^ Blocks S2 ^ Also BR (brake for reverse gear) · blocks C1 (the carrier of gearset 1) and R2 ^ Couples C1 (the carrier of gearset 2) and R2 with the turbine ^ Couples C1 (the carrier of gearset 2) and R2 with S2 ^ Also KR (clutch for reverse gear) · couples R1 with S2

The Mercedes-Benz 600 from April 1964, the first post-war "Grand Mercedes", is powered by the Mercedes-Benz M100 engine. This made a gearbox for the highest demands of luxury vehicles necessary. The design of the gearbox in the range was out of the question from the outset. The introduction of the 600 was therefore taken as an opportunity to develop a completely new design for the automatic transmission.

The first model with this new layout was the K4B 050 (without type designation). Beside the new layout the number of pinions is doubled from 3 to 6 to handle the much higher torque of the big block V8 engine.

After the satisfactory experience with the new design, it was adopted in 1967 for the new core model K4C 025 (Type 722.2) of the first automatic transmission series from Mercedes-Benz. With the small block V8 engine M 116, the K4A 040 (Type 722.2) was launched as a reinforced version of the same design.

When the torque converter technique was fully established, the fluid coupling was replaced by a torque converter for the smaller engines, which leads to the W4B 025 (type 722.1).^[4] Used in L4, L5 and L6 engines due to its lower torque output. In normal situations, it rests stationary in 2nd gear, but it will use 1st gear when the vehicle starts moving and throttle is applied^[5] or if L position is selected in gear selector.

The W4A 018 (type 720.1) was derived from the W4B 025 (type 722.1) for vans up to 5,600 kg (12,350 lb)^[6] and off road vehicles, the W4B 035 from the W4B 025 (type 722.1) and K4A 040 (type 722.2) for light trucks up to 13,000 kg (28,660 lb).^[7] The main difference is the use of straight-cut planetary gearsets instead of helical-cut ones for better fuel efficiency at the price of lower noise comfort.

For this second 4-speed models^[a] 8 main components^[b] are used.^[4]

Gear Ratios

With Assessment		Planetary Gearset: Teeth[a]			Count	Total[b] Center[c]	Avg.[d]
		Simpson		Simple
Model Type	Version First Delivery	S1[e] R1[f]	S2[g] R2[h]	S3[i] R3[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 ${\displaystyle {i_{4}}}$
Step[k]		${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[l]		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[m]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$
Δ Step[n][o]					${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$
Shaft Speed		${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$
Δ Shaft Speed[p]		${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$
K4B 050 N/A	51 kp⋅m (369 lb⋅ft) 1964	50 76	44 76	44 76	3 2	3.9789 1.9947	1.5846[k]
Gear Ratio		−4.1455 ${\displaystyle -{\tfrac {228}{55}}}$		3.9789 ${\displaystyle {\tfrac {378}{95}}}$	2.4589 ${\displaystyle {\tfrac {1,168}{475}}}$	1.5789[o]	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step		1.0418		1.0000	1.6182	1.5573	1.5789
Δ Step[n]					1.0391	0.9863[o]
Speed		-0.9598		1.0000	1.6182	2.5200	3.9789
Δ Speed		0.9598		1.0000	0.6182	0.9018	1.4589
K4C 025 722.2	25 kp⋅m (181 lb⋅ft) 1967[6]	44 76	44 76	35 76	3 2	3.9833 1.9958	1.5852[k]
Gear Ratio		−5.4779[l] ${\displaystyle -{\tfrac {2,109}{385}}}$		3.9833 ${\displaystyle {\tfrac {1,665}{418}}}$	2.3855[m][o] ${\displaystyle {\tfrac {5,439}{2,280}}}$	1.4605[k] ${\displaystyle {\tfrac {111}{76}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step		1.3752[l]		1.0000	1.6698[m]	1.6333[k]	1.4605
Δ Step[n]					1.0223[o]	1.1183
Speed		-0.7271		1.0000	1.6696	2.7273	3.9833
Δ Speed		0.7271		1.0000	0.6696	1.0575	1.2560
K4A 040 722.2	40 kp⋅m (289 lb⋅ft) 1969	44 76	44 76	35 76	3 2	3.9833 1.9958	1.5852[k]
Ratio		−5.4779[l]		3.9833	2.3855[m][o]	1.4605[k]	1.0000
W4B 025 722.1	25 kp⋅m (181 lb⋅ft) 1972[6]	44 76	44 76	35 76	3 2	3.9833 1.9958	1.5852[k]
Ratio		−5.4779[l]		3.9833	2.3855[m][o]	1.4605[k]	1.0000
W4A 018[q] 720.1	18 kp⋅m (130 lb⋅ft) 1975	46 80	46 80	37 80	3 2	4.0060 2.0015	1.5882[k]
Gear Ratio		−5.4994[l] ${\displaystyle -{\tfrac {4,680}{851}}}$		4.0060 ${\displaystyle {\tfrac {7,371}{1840}}}$	2.3911[m][o] ${\displaystyle {\tfrac {1,339}{560}}}$	1.4625[k] ${\displaystyle {\tfrac {117}{80}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step		1.3728[l]		1.0000	1.6754[m]	1.6349[k]	1.4625
Δ Step[n]					1.0248[o]	1.1179
Speed		-0.7284		1.0000	1.6754	2.7391	4.0060
Δ Speed		0.7284		1.0000	0.6754	1.0637	1.2668
W4B 035[r] N/A	35 kp⋅m (253 lb⋅ft) 1975	42 78	42 78	36 78	3 2	4.1758 2.0435	1.6103[k]
Gear Ratio		−5.8810[l] ${\displaystyle -{\tfrac {2,223}{378}}}$		4.1758 ${\displaystyle {\tfrac {3,420}{819}}}$	2.4115[m][o] ${\displaystyle {\tfrac {627}{260}}}$	1.4615[k] ${\displaystyle {\tfrac {57}{39}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step		1.4083[l]		1.0000	1.7360[m]	1.6500[k]	1.4615
Δ Step[n]					1.0495[o]	1.1289
Speed		-0.7101		1.0000	1.7316	2.8571	4.1758
Δ Speed		0.7101		1.0000	0.7316	1.1255	1.3187
Ratio R & Even		${\displaystyle -{\tfrac {R_{1}(S_{3}+R_{3})}{S_{1}S_{3}}}}$		${\displaystyle {\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})R_{3}}}}$			${\displaystyle {\tfrac {1}{1}}}$
Ratio Odd			${\displaystyle i_{1}={\tfrac {(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{3}}}}$			${\displaystyle i_{3}={\tfrac {S_{3}+R_{3}}{R_{3}}}}$
Algebra And Actuated Shift Elements
Brake A[s]					❶
Brake B[t]				❶	❶	❶
Brake R[u]		❶
Clutch D[v]						❶	❶
Clutch E[w]		❶		❶			❶
^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is S1 Output shaft is C3 (the carrier of gearset 3) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\displaystyle {\tfrac {i_{1}}{i_{n}}}}$ 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 ^ Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\tfrac {1}{2}}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step ${\displaystyle ({\tfrac {i_{1}}{i_{n}}})^{\tfrac {1}{n-1}}}$ 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 ^ a b c d e f g h i j k l m n o p 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 1) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 2) 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) ^ a b c d e f g h i 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) ^ a b c d e f g h i 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) ^ a b c d e From large to small gears (from right to left) ^ a b c d e f g h i j k 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) ^ 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) ^ for light duty trucks up to 5,600 kg (12,350 lb)[6][8] ^ for medium duty trucks up to 13,000 kg (28,660 lb)[7][9] ^ Blocks S2 ^ Blocks S3 ^ Blocks C1(the carrier of gearset 1) ^ Couples S2 with C2 (the carrier of gearset 2) ^ Couples R1 with S3

When the torque converter technique was fully established, 3-speed units, the W3A 040 and W3B 050 (type 722.0) is combined with V8 engines, and it uses torque converter instead of fluid coupling.^[1][4] The transmission saves 1 planetary gearset and uses the same housing as the 4-speed versions. The free space therefore is used to reinforce the shift elements (brakes and clutches) to handle the higher torque of the V8 engines.

First the W3A 040 was released for the all new M117 V8 engine of the W 108 and W 109 in 1971. The second in the series is the W3B 050, which was released initially for the W 116 450 SE/SEL in 1973. At that time the 4-speed transmission for the 350 SE/SEL was replaced by this 3-speed model. The reinforced W3B 050 reinforced (type 722.003) is the strongest of the series, able to handle the input of the enlarged version of the M 100, the biggest Mercedes-Benz engine in post-war history,^[10] exclusively used in the W 116 450 SEL 6.9.

For the 3-speed models^[a] 7 main components^[b] are used, which shows economic equivalence with the direct competitor.

Gear Ratios

With Assessment		Simple Planetary Gearset: Teeth[a]		Count	Total[b] Center[c]	Avg.[d]
Model Type	Version First Delivery	S1[e] R1[f]	S2[g] R2[h]	Brakes Clutches	Ratio Span	Gear Step[i]
Gear Ratio		R ${\displaystyle {i_{R}}}$		1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$
Step[i]		${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[j]		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[k]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$
Δ Step[l][m]					${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$
Shaft Speed		${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$
Δ Shaft Speed[n]		${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$
W4A 040 722.0	40 kp⋅m (289 lb⋅ft) 1971[11]	44 76	35 76	3 2	2.3061 1.5186	1.5186[i]
Gear Ratio		−1.8361[j] ${\displaystyle -{\tfrac {1,221}{665}}}$		2.3061 ${\displaystyle {\tfrac {1,665}{722}}}$	1.4605 ${\displaystyle {\tfrac {63}{25}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$
Step		0.7962[j]		1.0000	1.5789	1.4605
Δ Step[l]					1.0811
Speed		-1.2560		1.0000	1.5789	2.3061
Δ Speed		1.2560		1.0000	0.5789	0.9411
W4A 050 722.0	50 kp⋅m (362 lb⋅ft) 1973[11]	44 76	35 76	3 2	2.3061 1.5186	1.5186[i]
Ratio		−1.8361[j]		2.3061	1.4605	1.0000
W4A 050 reinf. 722.0	56 kp⋅m (405 lb⋅ft) 1975[11]	44 76	35 76	3 2	2.3061 1.5186	1.5186[i]
Ratio		−1.8361[j]		2.3061	1.4605	1.0000
Ratio	${\displaystyle -{\tfrac {S_{1}(S_{2}+R_{2})}{R_{1}S_{2}}}}$		${\displaystyle {\tfrac {(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}R_{2}}}}$		${\displaystyle {\tfrac {S_{2}+R_{2}}{R_{2}}}}$	${\displaystyle {\tfrac {1}{1}}}$
Algebra And Actuated Shift Elements
Brake A[o]				❶
Brake B[p]				❶	❶
Brake R[q]		❶
Clutch D[r]					❶	❶
Clutch E[s]		❶				❶
^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is R1 Output shaft is C2 (the carrier of gearset 2) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\displaystyle {\tfrac {i_{1}}{i_{n}}}}$ 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 ^ Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\tfrac {1}{2}}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step ${\displaystyle ({\tfrac {i_{1}}{i_{n}}})^{\tfrac {1}{n-1}}}$ 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 ^ a b c d e 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 1) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 1) 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) ^ a b c d e 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) ^ 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) ^ a b From large to small gears (from right to left) ^ 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) ^ 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) ^ Blocks S1 ^ Blocks S2 ^ Blocks C1(the carrier of gearset 1) ^ Couples S1 with C1 (the carrier of gearset 2) ^ Couples S1 with S2

• 1961–1965 (saloon) · 1961–1968 (coupé/convertible) W 111
• 1961–1965 (saloon) · 1962–1968 (coupé/convertible) W 112
• 1961–1968 W 110
• 1963–1971 W 113
• 1965–1968 W 108/W 109

• 1963–1981 600 (W 100)
• 1968–1972 300 SEL 6.3 (W 109)

• 1968–1971 (coupé/convertible) W 111
• 1968–1972 W 108/W 109

• List of Daimler AG transmissions