Mercedes-Benz 9G-Tronic transmission

Development took place at the group's headquarters in Stuttgart-Untertuerkheim.^[1] Initially, the transmission was produced only at the Daimler plant not far away in Stuttgart-Hedelfingen.^[3] Since April 2016, the transmission has also been produced at Daimler's subsidiary Star Assembly in Sebeș, Romania.^[4]

In 2019, the Jatco Ltd, based in Fuji, Shizuoka, Japan, started licensed production for use in Nissan and Infiniti vehicles.^[5][6] In this version, input torque is limited to 700 Nm, allowing each of the gearsets 1, 2, and 4 to use only three planetary gears.^[7] Slightly modified gear dimensions give it a span of about 9.09:1.

The other main focus was on increasing shift comfort, which is achieved on the one hand by measures in the control system and on the other hand by designing the torque converter accordingly. The hydrodynamic torque converter was largely taken over from the previous 7G-Tronic transmission. It has a torque converter lock-up clutch and a twin-turbine harmonic damper with centrifugal pendulum absorber technology.^[8] The torque converter lock-up can operate in all 9 forward gears.

The 9G-Tronic is fully electronically controlled. The shift elements are controlled via a new type of hydraulic direct control with electromagnetically actuated valves, which enables fast and smooth gear changes. Compared to the previous transmission, which had a hydraulic pilot control, leakage losses have been reduced by 80%.^[8]

The transmission is equipped with two oil pumps to ensure an energy-efficient supply of long-life synthetic fuel-economy low-friction oil: a mechanical rotary vane pump with chain drive, which is significantly smaller than its predecessor and located next to the main shaft, and a pump driven by a brushless electic DC motor.^[8] The mechanically driven pump is responsible for the basic supply of the transmission, with the flow rate depending on the speed of the drive motor. The additional pump is switched on by the electronic transmission control unit as required. This design enables the lubricating and cooling oil volume flow to be regulated as required and makes the 9G-Tronic start/stop-capable.^[1] When the drive motor is at a standstill, the transmission remains ready to start solely due to the supply from the electric auxiliary pump.

Filter elements for the two pumps are integrated in the plastic oil pan.

The TCT 9G (Torque Converter Technology) transmission is essentially the 9G-Tronic.

Mercedes-AMG developed the MCT 9G (Multi Clutch Technology) transmission. It made its debut in the Mercedes-AMG E 63 4Matic+.

The MCT transmission is essentially the 9G-Tronic with a start-off wet clutch (NAK for German Nass-Anfahrkupplung) replacing the torque converter. This saves weight and optimises the response to the accelerator pedal input. It is a computer-controlled double-clutching.^[9] The MCT acronym refers to the planetary transmission's multiple clutches and brakes. Its torque is rated at 900 N⋅m (664 lb⋅ft) and it offers 4 drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual) and boasts 100 millisecond shifts in “M” and “S+” modes. MCT-equipped cars are also fitted with the new AMG Drive Unit as the central control unit for all driving dynamics functions and an innovative Race Start Function.

The driver can change gears either using the steering-wheel shift paddles or conventionally the selector lever. The new Race Start Function is a launch control system that enables maximum acceleration while ensuring optimum traction of the driven wheels. The driver benefits from extremely short shift/response times. Fast multiple downshifts and the double-clutching function make for a highly emotive gearshift experience.

Compared to the 7G-Tronic, the aim was to realize at least one more forward gear and save at least one shift element. Progress is reflected in 9 forward gears^[a] using 10 main components,^[10] compared to 7 forward gears^[b] with 11 main components^[c] of the direct predecessor.^[11] This was only possible thanks to computer-aided design and has resulted in a globally patented gearset concept. In the process, 85 billion gearset concepts were examined.^[12] This means that the gearbox requires the same installation space as the previous model and is also 1 kg (2.2 lb) lighter.^[2]

The wide gear span^[d] allows the engine speed level to be lowered (downspeeding), which is a decisive factor in improving energy efficiency and thus reducing fuel consumption. In addition, the lower engine speed level improves the noise-vibration-harshness comfort and the exterior noise is reduced by up to 4 dB(A).^[1] A speed of 120 km/h is reached in the Mercedes-Benz E 350 BlueTEC in 9th gear at an engine speed of approx. 1350 rpm.^[13] By the end of 2024 unsurpassed ratio span among longitudinal automatic transmissions for passenger cars.

Gear Ratios

With Assessment			Weight	Planetary Gearset: Teeth[a]				Count	Total[b] Center[c]	Avg.[d]
				Simpson		Simple[e]
Model Type	Version First Delivery		with Con- verter + Oil	S1[f] R1[g]	S2[h] R2[i]	S3[j] R3[k]	S4[l] R4[m]	Brakes Clutches	Ratio Span	Gear Step[n]
Gear Ratio	R ${\displaystyle {i_{R}}}$	1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$	7 ${\displaystyle {i_{7}}}$	8 ${\displaystyle {i_{8}}}$	9 ${\displaystyle {i_{9}}}$
Step[n]	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$ [o]	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$ [p]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{6}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{7}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{8}}{i_{9}}}}$
Δ Step[q][r]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}}$
Shaft Speed	${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{9}}}}$
Δ Shaft Speed[s]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}}$
W9A ALL 725.0	1,000 N⋅m (738 lb⋅ft)[2] 2013[t]		95 kg (209 lb)[2]	46 98	44 100	36 84	34 86	3 3	9.1495 1.8194	1.3188[n]
Gear Ratio	−4.9316[o] ${\displaystyle -{\tfrac {6,125}{1,242}}}$	5.5032 ${\displaystyle {\tfrac {6,835}{1,242}}}$	3.3333 ${\displaystyle {\tfrac {10}{3}}}$	2.3148 ${\displaystyle {\tfrac {125}{54}}}$	1.6611[r] ${\displaystyle {\tfrac {299}{180}}}$	1.2106 ${\displaystyle {\tfrac {1,075}{888}}}$	1.0000[s] ${\displaystyle {\tfrac {1}{1}}}$	0.8651[r][s] ${\displaystyle {\tfrac {58,781}{67,944}}}$	0.7167 ${\displaystyle {\tfrac {43}{60}}}$	0.6015 ${\displaystyle {\tfrac {52,675}{87,576}}}$
Step	0.8961[o]	1.0000	1.6510	1.4400	1.3935	1.3722	1.2106	1.1559	1.2072	1.1915
Δ Step[q]			1.1465	1.0333	1.0156[r]	1.1335	1.0473	0.9575[r]	1.0131
Speed	-1.1159	1.0000	1.6510	2.3774	3.3130	4.5459	5.5032	6.3611	7.6789	9.1495
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.9356	1.2329	0.9573[s]	0.8579[s]	1.3178	1.4706
W9A ALL 725.0	1,000 N⋅m (738 lb⋅ft)[2] 2016[u]		95 kg (209 lb)[2]	46 98	44 100	37 83	34 86	3 3	8.9022 1.7946	1.3143[n]
Gear Ratio	−4.7983[o] ${\displaystyle -{\tfrac {12,250}{2,553}}}$	5.3545 ${\displaystyle {\tfrac {13,670}{2,553}}}$	3.2432 ${\displaystyle {\tfrac {120}{37}}}$	2.2523 ${\displaystyle {\tfrac {250}{111}}}$	1.6356[r] ${\displaystyle {\tfrac {3,631}{2,220}}}$	1.2106 ${\displaystyle {\tfrac {1,075}{888}}}$	1.0000[s] ${\displaystyle {\tfrac {1}{1}}}$	0.8651[r][s] ${\displaystyle {\tfrac {58,781}{67,944}}}$	0.7167 ${\displaystyle {\tfrac {43}{60}}}$	0.6015 ${\displaystyle {\tfrac {52,675}{87,576}}}$
Step	0.8961[o]	1.0000	1.6510	1.4400	1.3770	1.3511	1.2106	1.1559	1.2072	1.1915
Δ Step[q]			1.1465	1.0457	1.0192[r]	1.1160	1.0473	0.9575[r]	1.0131
Speed	-1.1159	1.0000	1.6510	2.3774	3.2737	4.4231	5.3545	6.1892	7.4714	8.9022
Δ Speed	1.1159	1.0000	0.6510	0.7264	0.8964	1.1493	0.9314[s]	0.8347[s]	1.2822	1.4308
Jatco 9AT JR913E	700 N⋅m (516 lb⋅ft) 2019[v]		99.5 kg (219 lb)[16]	45 96	41 91	38 86	37 92	3 3	9.0910 1.7994	1.3177[n]
Gear Ratio	−4.7991[o] ${\displaystyle -{\tfrac {45,136}{9,405}}}$	5.4254 ${\displaystyle {\tfrac {51,026}{9,405}}}$	3.2632 ${\displaystyle {\tfrac {62}{19}}}$	2.2496 ${\displaystyle {\tfrac {2,821}{1,254}}}$	1.6491[r] ${\displaystyle {\tfrac {94}{57}}}$	1.2213 ${\displaystyle {\tfrac {8,372}{6,855}}}$	1.0000[s] ${\displaystyle {\tfrac {1}{1}}}$	0.8619[r][s] ${\displaystyle {\tfrac {18,929}{21,963}}}$	0.7132 ${\displaystyle {\tfrac {92}{129}}}$	0.5968 ${\displaystyle {\tfrac {66,976}{112,227}}}$
Step	0.8846[o]	1.0000	1.6626	1.4505	1.3641	1.3503	1.2213	1.1603	1.2085	1.1950
Δ Step[q]			1.1462	1.0634	1.0102[r]	1.1056	1.0526	0.9601[r]	1.0113
Speed	-1.1305	1.0000	1.6626	2.4117	3.2899	4.4423	5.4254	6.2950	7.6074	9.0910
Δ Speed	1.1305	1.0000	0.6626	0.7491	0.8782	1.1525	0.9831[s]	0.8696[s]	1.3124	1.4836
Ratio R & Even	${\displaystyle i_{R}=-{\tfrac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{2}={\tfrac {S_{3}+R_{3}}{S_{3}}}}$		${\displaystyle {\tfrac {S_{3}(S_{4}+R_{4})+R_{3}S_{4}}{S_{3}(S_{4}+R_{4})}}}$ [e]		${\displaystyle i_{6}={\tfrac {1}{1}}}$	${\displaystyle i_{8}={\tfrac {R_{4}}{S_{4}+R_{4}}}}$
Ratio Odd	${\displaystyle {\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{1}(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{3}={\tfrac {R_{2}(S_{3}+R_{3})}{(S_{2}+R_{2})S_{3}}}}$		${\displaystyle i_{5}={\tfrac {R_{2}R_{4}}{R_{2}R_{4}-S_{2}S_{4}}}}$		${\displaystyle {\tfrac {R_{4}(S_{1}(S_{2}+R_{2})+R_{1}S_{2})}{S_{1}R_{4}(S_{2}+R_{2})+R_{1}S_{2}(S_{4}+R_{4})}}}$		${\displaystyle {\tfrac {R_{1}R_{2}R_{4}}{S_{1}S_{4}(S_{2}+R_{2})+R_{1}R_{2}(S_{4}+R_{4})}}}$
Algebra And Actuated Shift Elements[w]
Brake A[x]	❶								❶	❶
Brake B[y]	❶	❶		❶	(❶)[z]	❶		❶		❶
Brake C[aa]	❶	❶	❶	❶	❶[e]
Clutch D[ab]			❶	❶		❶	❶
Clutch E[ac]		❶	❶				❶	❶	❶
Clutch F[ad]					❶[e]	❶	❶	❶	❶	❶
^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are S1, C4 (planetary gear carrier of gearset 4), and, if actuated, C1 (planetary gear carrier of gearset 1) Output shaft is C3 (planetary gear carrier of gearset 3) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\displaystyle {\tfrac {i_{n}}{i_{1}}}}$  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 ${\displaystyle (i_{n}i_{1})^{\tfrac {1}{2}}}$  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 ${\displaystyle ({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}}$  With decreasing step width the gears connect better to each other shifting comfort increases ^ a b c d Except in 4th gear when used in the Simpson configuration ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2 ^ Ring 2: ring gear of gearset 2 ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ Sun 4: sun gear of gearset 4 ^ Ring 4: ring gear of gearset 4 ^ a b c d 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 4) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 4) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ a b c d e f g 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 c d From large to small gears (from right to left) ^ a b c d e f g h i j k l m 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) ^ a b c d e f g h i j k l m 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) ^ First version with a gear ratio span wider than 9:1.[10] Discontinued 2016 ^ 2nd version introduced without notice with the Mercedes-Benz E-Class (W213) to reduce the step between gear 4 and 5 below the one of the 7G-Tronic (1.3684:1 [26:19])[14] AMG SpeedShift MCT 9G is rated at 900 N⋅m (664 lb⋅ft)[9] ^ Under license from Daimler[15] ^ Permanently coupled elements R1 and C2 R2, S3, and S4 ^ Blocks C1 (carrier 1) ^ Blocks S2 ^ Not involved. Only serves to maintain the shift logic: only one shift element is changed for step up or down ^ Blocks R3 ^ Couples S1 with C1 (carrier 1) ^ Couples C1 (carrier 1) with R2 ^ Couples C3 (carrier 3) with R4

Compared to the predecessor gearboxes NAG1 (5G-Tronic) and NAG2 (7G-Tronic), the NAG3 gearbox is much more highly integrated, meaning that repairs are only possible by replacing entire assemblies when servicing is required.^[1] This applies, for example, to the oil filters permanently integrated in the plastic oil pan.^[10] Another example is the fully integrated mechatronic module with sensors, control unit and electrohydraulic shift plate. This module must be replaced as a unit, even if, for example, only one sensor is defective.^[10]

 

▶️ Interactive Nomogram

This nomogram is a real geometric calculator exactly representing the rotational speeds of the transmission's 3x4 = 12 internal shafts for each of its 9 ratios (+ reverse), grouped according to their 4 permanent coupling on 3 joint ordinates and 5 independent ordinates. These ordinates are positioned on the abscissa in strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, the output ratios on the 3rd ordinate (carrier of the third planetary gearset) follows closely those of the actual transmission. This advantageous geometric construction sets us free from Robert Willis' famous and tedious formula,^[17] because all calculations are exclusively determined by lengths ratios, respectively teeth numbers on the abscissa for the 4 epicyclic ratios, and of rotational speeds on the 3rd ordinate for the 10 gear ratios.

This nomogram reflects the version from 2013.

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

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

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

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

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

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

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

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

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

• 2022–present AMG SL (R232)

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

• 2021–present Aston Martin DBX

• List of Daimler AG transmissions
• List of Jatco transmissions

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