View source for Mercedes-Benz 4G-Tronic transmission

{{short description|Motor vehicle automatic transmission models}}
{{Infobox automobile
|name=Mercedes-Benz
W4A&nbsp;040&nbsp;·&nbsp;W4A&nbsp;020<br>W4A&nbsp;028&nbsp;·&nbsp;W5A&nbsp;030
|production=1979–1996
|manufacturer=[[Daimler AG]]
|class=4-speed [[longitudinal engine|longitudinal]] [[automatic transmission]]
|predecessor=[[Mercedes-Benz first series automatic transmission]]
|successor=[[Mercedes-Benz 5G-Tronic transmission|5G-Tronic]] 
}}

'''Mercedes-Benz 4G-Tronic transmission''' is the unofficial name given to the transmission by car enthusiasts. It was produced from 1979 to 1996 in '''W4A&nbsp;040, W4A&nbsp;028''' (both type 722.3), '''W4A&nbsp;020''' (type 722.4), and '''W5A&nbsp;030''' (type 722.5) variants.

The '''W4A&nbsp;040''' and the '''W4A&nbsp;020''' were used until mid-1996. The '''W4A&nbsp;028''' variant was used for off-road applications ([[Rear-wheel drive|RWD]] and [[Four-wheel drive|4X4]]). The '''W5A&nbsp;030''' is basically the same transmission with an additional electrically controlled 5th gear overdrive section attached to the main body in a separate housing; it was available as an extra charge option. All 4G-Tronics were succeeded by the more modern and economic [[Mercedes-Benz 5G-Tronic transmission|5G-Tronic (Type&nbsp;722.6)]] transmission that features an integrated 5th gear overdrive ratio, [[torque converter]] lock-up and fully electronic control.

{|class="wikitable collapsible" style="text-align:center"
|+Gear&nbsp;Ratios{{efn|Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage}}
!{{diagonal split header|Model|Gear}}
!R
!1
!2
!3
!4
!5
!Total<br>Span
!Span<br>Center
!Avg.<br>Step
!Compo-<br>nents
|-
|colspan=12 style="background:#AAF;"|
|-
!W4A&nbsp;040&nbsp;I&nbsp;·&nbsp;1979
|{{round|-2184/425|3}}
|{{round|3584/975|3}}
|{{round|784/325|3}}
|{{round|56/39|3}}
|{{round|1/1|3}}
|style="background:#DDF;"|
|{{round|3584/975*1/1|3}}
|{{round|(3584/975*1/1)^(1/2)|3}}
|{{round|(3584/975*1/1)^(1/3)|3}}
|rowspan=4|3 Gearsets<br>3 Brakes<br>2 Clutches
|-
!W4A&nbsp;020&nbsp;·&nbsp;1982
|{{round|-754/133|3}}
|{{round|1160/273|3}}
|{{round|1972/819|3}}
|{{round|58/39|3}}
|{{round|1/1|3}}
|style="background:#DDF;"|
|{{round|1160/273*1/1|3}}
|{{round|(1160/273*1/1)^(1/2)|3}}
|{{round|(1160/273*1/1)^(1/3)|3}}
|-
!W4A&nbsp;040&nbsp;II&nbsp;·&nbsp;1985
|{{round|-2184/391|3}}
|{{round|3472/897|3}}
|{{round|672/299|3}}
|{{round|56/39|3}}
|{{round|1/1|3}}
|style="background:#DDF;"|
|{{round|3472/897*1/1|3}}
|{{round|(3472/897*1/1)^(1/2)|3}}
|{{round|(3472/897*1/1)^(1/3)|3}}
|-
!W4A&nbsp;028&nbsp;·&nbsp;1990
|{{round|-2184/391|3}}
|{{round|3472/897|3}}
|{{round|672/299|3}}
|{{round|56/39|3}}
|{{round|1/1|3}}
|style="background:#DDF;"|
|{{round|3472/897*1/1|3}}
|{{round|(3472/897*1/1)^(1/2)|3}}
|{{round|(3472/897*1/1)^(1/3)|3}}
|-
|colspan=12 style="background:#AAF;"|
|-
!W5A&nbsp;030&nbsp;·&nbsp;1990
|{{round|-2184/391|3}}
|{{round|3472/897|3}}
|{{round|672/299|3}}
|{{round|56/39|3}}
|{{round|1/1|3}}
|{{round|3/4|3}}
|{{round|3472/897*4/3|3}}
|{{round|(3472/897*3/4)^(1/2)|3}}
|{{round|(3472/897*4/3)^(1/4)|3}}
|4 Gearsets<br>4 Brakes<br>3 Clutches
|}

{{notelist|group=efn|2}}

== Specifications ==

=== Basic concept ===

The 4G-Tronic transmission is a hydraulically operated 4-speed automatic without lock-up that replaced the similarly designed W3A&nbsp;040, W3B&nbsp;050, and W4B&nbsp;025 family of automatic transmissions with the introduction of the [[Mercedes-Benz W126|W126 S-Class]] in 1979. In some models it is calibrated to move off in second gear to reduce "creeping" and provide a smoother ride, selecting 1st only if the selector is in "2" or in case of abrupt acceleration. Other calibrations have the transmission rest in 2nd gear and kick down to 1st as soon as the accelerator is touched but before the throttle is opened. In some V8 installations a small control unit activates the kick down solenoid when the brake pedal is released so that the car moves off in 1st gear. Other attributes of this transmission include a 2-3 shift delay when the engine is cold in order to speed up catalyst warm-up. 4th gear is a 1:1 ratio. Controls are all mechanical and pneumatic, except for the kickdown solenoid and 2-3 upshift delay solenoid on some models.

In some markets a W-S (Winter - Standard / Sport) switch was provided on the shifter. Activating S mode changes a linkage which effectively shortens the throttle pressure [[bowden cable]]. This causes later, higher RPM shifts and on some models a move off in 1st gear instead of 2nd. On V8 models a B (Brake) range is available on the shifter. This activates the kickdown solenoid, forcing the transmission to shift down to 1st sooner for increased [[engine braking]]. A hydraulically activated piston prevents shifting into Reverse when the car is moving forward.

Models from 1990 and earlier allow for push starting the engine. They are fitted with a secondary fluid pump, driven by the transmission output shaft. When the vehicle is rolling at 20&nbsp;mph shifting from Neutral to the 2 range will couple power to the engine. The secondary pump and thus the push starting facility was eliminated for the 1991 model year.

It is considered by enthusiasts to be one of the most reliable transmissions ever built by [[Mercedes-Benz]] with some examples exceeding 300,000 miles of service.

===Layout===

For this '''W4A'''-models 4&nbsp;forward gears{{efn|plus 1 reverse gear}} using 8&nbsp;main components{{efn|3 planetary gearsets (of which 2 gearsets are combined as a [[Ravigneaux planetary gearset|Ravigneaux compound gearset]]), 3 brakes, 2 [[clutch]]es}}<ref name="Training 1">Hans Joachim Foerster · Automatische Fahrzeuggetriebe · Page 171 and 192 · Berlin and Heidelberg 1991 · Print {{ISBN|978-3-642-84119-4}} · Online {{ISBN|978-3-642-84118-7}}</ref><ref name="Training 2">[https://ia902909.us.archive.org/19/items/mb7223/trans_722.3_722.4_Technical_Overview.pdf Mercedes 722.3 & 722.4 Technical Overview]</ref> show economic equivalence with the [[Mercedes-Benz first series automatic transmission|direct predecessor]].{{efn|3 [[Epicyclic gearing|simple planetary gearsets]], 3 brakes, 2 clutches}} 5&nbsp;forward gears{{efn|plus 1 reverse gear}} out of 11&nbsp;main components{{efn|4 planetary gearsets (of which 2 gearsets are combined as a [[Ravigneaux planetary gearset|Ravigneaux compound gearset]]), 4 brakes, 3 clutches}}<ref name="Training 1"/><ref name="Training 2"/> and the need of 2 housings{{efn|regular bousing for gear 1 to 4 and reverse gear · supplemental housing for gear 5}} and 2 different controls{{efn|hydraulic for gear 1 to 4 and reverse gear · electronic for gear 5}} turn out the '''W5A&nbsp;030''' as the least economically designed automatic transmission ever manufactured for passenger cars. Obviously a transition solution: the [[Mercedes-Benz 5G-Tronic transmission|direct successor]], launched in 1996, requires 9 main components,{{efn|3 simple planetary gearsets, 3 brakes, 3 clutches}} 1 housing and 1 control.{{efn|electronic}}

{{notelist|group=efn|2}}

{|class="wikitable collapsible" style="text-align:center"
|+Gear&nbsp;Ratios
!rowspan=2 colspan=2|With Assessment
!colspan=4|Planetary Gearset: Teeth{{efn|'''Layout'''
* Input and output are on opposite sides
* Planetary gearset 1 (the inner Ravigneaux gearset) is on the input (turbine) side
* Input shafts is '''S<sub>2</sub>'''
* Output shaft is '''C<sub>3</sub>''' (the carrier of gearset 3)
* Output shaft W5A 030 is '''R<sub>4</sub>'''}}
!rowspan=2|Count
!rowspan=2|Total{{efn|'''Total Ratio Span (Total Ratio Spread · Total Gear Ratio)'''
* <math>\tfrac{i_n} {i_1}</math>
* 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}}<br>Center{{efn|'''Ratio Span's Center'''
* <math>(i_n i_1)^\tfrac{1} {2}</math>
* The center indicates the speed level of the transmission
* Together with the final drive ratio
* it gives the shaft speed level of the vehicle}}
!rowspan=2|Avg.{{efn|'''Average Gear Step'''
* <math>(\tfrac{i_n} {i_1})^\tfrac{1} {n-1}</math>
* With decreasing step width
** the gears connect better to each other
** shifting comfort increases}}
|-
!colspan=2|[[Ravigneaux planetary gearset|Ravigneaux]]
!colspan=2|[[Epicyclic gearing|Simple]]
|-
|colspan=9 style="background:#AAF;"|
|-
!Model<br>Type
!Version<br>First Delivery
!S<sub>1</sub>{{efn|Sun 1: sun gear of gearset 1: inner Ravigneaux gearset}}<br />R<sub>1</sub>{{efn|Ring 1: ring gear of gearset 1: inner Ravigneaux gearset}}
!S<sub>2</sub>{{efn|Sun 2: sun gear of gearset 2: outer Ravigneaux gearset}}<br />R<sub>2</sub>{{efn|Ring 2: ring gear of gearset 2: outer Ravigneaux gearset}}
!S<sub>3</sub>{{efn|Sun 3: sun gear of gearset 3}}<br />R<sub>3</sub>{{efn|Ring 3: ring gear of gearset 3}}
!S<sub>4</sub>{{efn|Sun 4: sun gear of gearset 4 · W5A 030 only}}<br />R<sub>4</sub>{{efn|Ring 4: ring gear of gearset 4 · W5A 030 only}}
!Brakes<br>Clutches
!Ratio<br>Span
!Gear<br>Step{{efn|name=50:50|'''Standard&nbsp;50:50<br />&mdash;&nbsp;50&nbsp;% Is Above And 50&nbsp;% Is Below The Average Gear Step&nbsp;&mdash;'''
* 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 · W5A&nbsp;030: the first 2) '''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: {{font color|red|'''smaller gear steps are a waste of possible ratios (red&nbsp;bold)'''}}
* upper half: {{font color|red|'''larger gear steps are unsatisfactory (red&nbsp;bold)'''}}}}
|- style="font-style:italic;"
!Gear<br />Ratio
!
!R<br /><math>{i_R}</math>
!
!1<br /><math>{i_1}</math>
!2<br /><math>{i_2}</math>
!3<br /><math>{i_3}</math>
!4<br /><math>{i_4}</math>
!5<br /><math>{i_5}</math>
|-
!Step{{efn|name=50:50}}
!
!<math>-\tfrac{i_R} {i_1}</math>{{efn|name=R:1|'''Standard&nbsp;R:1<br />&mdash;&nbsp;Reverse And 1st Gear Have The Same Ratio&nbsp;&mdash;'''
* 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
* {{font color|red|Plus 25 % minus 20 % is acceptable (red)}}
* {{font color|red|'''Above this is unsatisfactory (bold)'''}}}}
!
!<math>\tfrac{i_1} {i_1}</math>
!<math>\tfrac{i_1} {i_2}</math>{{efn|name=1:2|'''Standard&nbsp;1:2<br />&mdash;&nbsp;Gear Step 1st To 2nd Gear As Small As Possible&nbsp;&mdash;'''
* 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
** {{font color|red|Up to 1.7500:1 (7:4) is acceptable (red)}}
** {{font color|red|'''Above is unsatisfactory (bold)'''}}}}
!<math>\tfrac{i_2} {i_3}</math>
!<math>\tfrac{i_3} {i_4}</math>
!<math>\tfrac{i_4} {i_5}</math>
|-
!Δ&nbsp;Step{{efn|name=LS|From large to small gears (from right to left)}}{{efn|name=step|'''Standard&nbsp;STEP<br />&mdash;&nbsp;From Large To Small Gears: Steady And Progressive Increase In Gear Steps&nbsp;&mdash;'''
* Gear steps should
** '''increase:''' Δ&nbsp;Step (first green highlighted line '''Δ&nbsp;Step''') is always greater than 1
** As '''progressive''' as possible: Δ&nbsp;Step is always greater than the previous step
* {{font color|red|Not progressively increasing is acceptable (red)}}
* {{font color|red|'''Not increasing is unsatisfactory (bold)'''}}}}
!style="background:#DDF;"|
!style="background:#DDF;"|
!style="background:#DDF;"|
!style="background:#DDF;"|
!<math>\tfrac{i_1} {i_2} : \tfrac{i_2} {i_3}</math>
!<math>\tfrac{i_2} {i_3} : \tfrac{i_3} {i_4}</math>
!<math>\tfrac{i_3} {i_4} : \tfrac{i_4} {i_5}</math>
!style="background:#DDF;"|
|-
!Shaft<br />Speed
!
!<math>\tfrac{i_1} {i_R}</math>
!
!<math>\tfrac{i_1} {i_1}</math>
!<math>\tfrac{i_1} {i_2}</math>
!<math>\tfrac{i_1} {i_3}</math>
!<math>\tfrac{i_1} {i_4}</math>
!<math>\tfrac{i_1} {i_5}</math>
|-
!Δ Shaft<br />Speed{{efn|name=speed|'''Standard&nbsp;SPEED<br />&mdash;&nbsp;From Small To Large Gears: Steady Increase In Shaft Speed Difference&nbsp;&mdash;'''
* Shaft speed differences should
** '''increase:''' Δ&nbsp;Shaft Speed (second line marked in green '''Δ&nbsp;(Shaft) Speed''') is always greater than the previous one
* {{font color|red|1 difference smaller than the previous one is acceptable (red)}}
* {{font color|red|'''2 consecutive ones are a waste of possible ratios (bold)'''}}}}
!
!<math>0 - \tfrac{i_1} {i_R}</math>
!
!<math>\tfrac{i_1} {i_1} - 0</math>
!<math>\tfrac{i_1} {i_2} - \tfrac{i_1} {i_1}</math>
!<math>\tfrac{i_1} {i_3} - \tfrac{i_1} {i_2}</math>
!<math>\tfrac{i_1} {i_4} - \tfrac{i_1} {i_3}</math>
!<math>\tfrac{i_1} {i_5} - \tfrac{i_1} {i_4}</math>
|-
|colspan=9 style="background:#AAF;"|
|-
!W4A&nbsp;040&nbsp;I<br>722.3
|{{convert|40|kpm|lbft|0|abbr=on|lk=on}}<br>1979<ref name="Training 1" /><ref name="Training 2"/>
|34<br>'''50'''
|'''50'''<br>78
|34<br>78
|style="background:#DDF;"|
|3<br>2
|{{round|3584/975*1/1|4}}<br>{{round|(3584/975*1/1)^(1/2)|4}}
|style="background:#FFC;"|{{font color|red|'''{{round|(3584/975*1/1)^(1/3)|4}}'''}}{{efn|name=50:50}}
|- style="font-style:italic;"
!Gear<br>Ratio
|
|{{font color|red|'''{{round|-2184/425|4}}'''{{efn|name=R:1}}<br><math>-\tfrac{2,184}{425}</math>}}
|
|{{round|3584/975|4}}<br><math>\tfrac{3,584}{975}</math>
|{{font color|red|'''{{round|784/325|4}}'''{{efn|name=50:50}}{{efn|name=step}}<br /><math>\tfrac{784}{325}</math>}}
|{{font color|red|'''{{round|56/39|4}}'''{{efn|name=50:50}}<br /><math>\tfrac{56}{39}</math>}}
|1.0000<br><math>\tfrac{1}{1}</math>
|style="background:#DDF;"|
|-
!Step
|
|{{font color|red|'''1.3980'''}}{{efn|name=R:1}}
|
!1.0000
|style="background:#FFC;"|{{font color|red|'''1.5238'''}}{{efn|name=50:50}}
|style="background:#FFC;"|{{font color|red|'''1.6800'''}}{{efn|name=50:50}}
|style="background:#FFC;"|1.4359
|style="background:#DDF;"|
|-
!Δ&nbsp;Step{{efn|name=LS}}
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DFD;"|{{font color|red|'''0.9070'''}}{{efn|name=step}}
|style="background:#DFD;"|1.1700
|style="background:#DDF;"|
|style="background:#DDF;"|
|-
!Speed
|
|{{font color|red|'''-0.7153'''}}
|
!1.0000
|1.5238
|2.5600
|3.6759
|style="background:#DDF;"|
|-
!Δ Speed
|
|{{font color|red|'''0.7153'''}}
|
!1.0000
|style="background:#DFD;"|0.5238
|style="background:#DFD;"|1.0362
|style="background:#DFD;"|1.1159
|style="background:#DDF;"|
|-
! colspan="9" |
|-
!W4A&nbsp;020<br>722.4
|{{convert|20|kpm|lbft|0|abbr=on|lk=on}}<br>1982<ref name="Training 1" /><ref name="Training 2"/>
|26<br>'''42'''
|'''42'''<br>78
|38<br>78
|style="background:#DDF;"|
|3<br>2
|{{round|1160/273*1/1|4}}<br>{{round|(1160/273*1/1)^(1/2)|4}}
|style="background:#FFC;"|{{round|(1160/273*1/1)^(1/3)|4}}{{efn|name=50:50}}
|- style="font-style:italic;"
!Gear<br>Ratio
|
|{{font color|red|'''{{round|-754/133|4}}'''{{efn|name=R:1}}<br><math>-\tfrac{754}{133}</math>}}
|
|{{round|1160/273|4}}<br><math>\tfrac{1,160}{273}</math>
|{{font color|red|'''{{round|1972/819|4}}'''{{efn|name=1:2}}<br /><math>\tfrac{1,972}{819}</math>}}
|{{round|58/39|4}}<br /><math>\tfrac{58}{39}</math>
|1.0000<br><math>\tfrac{1}{1}</math>
|style="background:#DDF;"|
|-
!Step
|
|{{font color|red|'''1.3342'''}}{{efn|name=R:1}}
|
!1.0000
|style="background:#FFC;"|{{font color|red|'''1.7647'''}}{{efn|name=1:2}}
|style="background:#FFC;"|1.6190
|style="background:#FFC;"|1.4872
|style="background:#DDF;"|
|-
!Δ&nbsp;Step{{efn|name=LS}}
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DFD;"|1.0900
|style="background:#DFD;"|1.0887
|style="background:#DDF;"|
|style="background:#DDF;"|
|-
!Speed
|
|{{font color|red|'''-0.7153'''}}
|
!1.0000
|1.76478
|2.8571
|4.2491
|style="background:#DDF;"|
|-
!Δ Speed
|
|{{font color|red|'''0.7153'''}}
|
!1.0000
|style="background:#DFD;"|0.7647
|style="background:#DFD;"|1.0924
|style="background:#DFD;"|1.3919
|style="background:#DDF;"|
|-
! colspan="9" |
|-
!W4A&nbsp;040&nbsp;II<br>722.3
|{{convert|40|kpm|lbft|0|abbr=on|lk=on}}<br> 1985<ref name="Training 1" />
|26<br>'''46'''
|'''46'''<br>78
|34<br>78
|style="background:#DDF;"|
|3<br>2
|{{round|3472/897*1/1|4}}<br>{{round|(3472/897*1/1)^(1/2)|4}}
|style="background:#FFC;"|{{round|(3472/897*1/1)^(1/3)|4}}{{efn|name=50:50}}
|- style="font-style:italic;"
!Ratio
|
|{{font color|red|'''{{round|-2184/391|4}}'''{{efn|name=R:1}}}}
|
|{{round|3472/897|4}}
|{{font color|red|{{round|672/299|4}}{{efn|name=1:2}}}}
|{{round|56/39|4}}
|1.0000
|style="background:#DDF;"|
|-
! colspan="9" |
|-
!W4A&nbsp;028<br>722.3
|{{convert|28|kpm|lbft|0|abbr=on|lk=on}}<br>1990<ref name="Training 1" />
|26<br>'''46'''
|'''46'''<br>78
|34<br>78
|style="background:#DDF;"|
|3<br>2
|{{round|3472/897*1/1|4}}<br>{{round|(3472/897*1/1)^(1/2)|4}}
|style="background:#FFC;"|{{round|(3472/897*1/1)^(1/3)|4}}{{efn|name=50:50}}
|- style="font-style:italic;"
!Ratio
|
|{{font color|red|'''{{round|-2184/391|4}}'''{{efn|name=R:1}}}}
|
|{{round|3472/897|4}}
|{{font color|red|{{round|672/299|4}}{{efn|name=1:2}}}}
|{{round|56/39|4}}
|1.0000
|style="background:#DDF;"|
|-
|colspan=9 style="background:#AAF;"|
|-
!W5A&nbsp;030<br>722.5
|{{convert|30|kpm|lbft|0|abbr=on|lk=on}}<br>1990<ref name="Training 1" />
|26<br>'''46'''
|'''46'''<br>78
|34<br>78
|26<br>78
|4<br>3
|{{round|3472/897*4/3|4}}<br>{{round|(3472/897*3/4)^(1/2)|4}}
|style="background:#FFC;"|{{round|(3472/897*4/3)^(1/4)|4}}{{efn|name=50:50}}
|- style="font-style:italic;"
!Gear<br>Ratio
|
|{{font color|red|'''{{round|-2184/391|4}}'''{{efn|name=R:1}}<br><math>-\tfrac{2,184}{391}</math>}}
|
|{{round|3472/897|4}}<br><math>\tfrac{3,472}{897}</math>
|{{font color|red|{{round|672/299|4}}{{efn|name=1:2}}<br /><math>\tfrac{672}{299}</math>}}
|{{round|56/39|4}}<br /><math>\tfrac{56}{39}</math>
|1.0000<br><math>\tfrac{1}{1}</math>
|{{round|3/4|4}}<br /><math>\tfrac{3}{4}</math>
|-
!Step
|
|{{font color|red|'''1.4431'''}}{{efn|name=R:1}}
|
!1.0000
|style="background:#FFC;"|{{font color|red|1.7222}}{{efn|name=1:2}}
|style="background:#FFC;"|1.5652
|style="background:#FFC;"|1.4359
|style="background:#FFC;"|1.3333
|-
!Δ&nbsp;Step{{efn|name=LS}}
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DDF;"|
|style="background:#DFD;"|1.1003
|style="background:#DFD;"|1.0901
|style="background:#DFD;"|1.0769
|style="background:#DDF;"|
|-
!Speed
|
|{{font color|red|'''-0.6930'''}}
|
!1.0000
|1.7222
|2.6957
|3.8707
|5.1609
|-
!Δ Speed
|
|{{font color|red|'''0.6930'''}}
|
!1.0000
|style="background:#DFD;"|0.7222
|style="background:#DFD;"|0.9734
|style="background:#DFD;"|1.1750
|style="background:#DFD;"|1.2902
|-
| colspan="9" style="background:#AAF;"|
|- style="font-style:italic;"
!Ratio<br>R&nbsp;&&nbsp;Even
|
|colspan=2|<math>-\tfrac{R_2 (S_3+ R_3)} {S_2 S_3}</math>
|colspan=3|<math>\tfrac{(S_1+ R_1) (S_3+ R_3)} {R_1 R_3}</math>
|<math>\tfrac{1}{1}</math>
|
|-
!Ratio<br>Odd
|
|colspan=3|<math>\tfrac{(S_2+ R_2) (S_3+ R_3)} {S_2 R_3}</math>
|colspan=2|<math>\tfrac{S_3+ R_3} {R_3}</math>
|colspan=2|<math>\tfrac{R_4} {S_4+ R_4}</math>
|-
!colspan=9|Algebra And Actuated Shift Elements
|-
!Brake A{{efn|Blocks '''S<sub>1</sub>''' (sun gear of the inner Ravigneaux gearset)}}
|
|
|
|
|❶
|
|
|
|-
!Brake B{{efn|Blocks '''S<sub>3</sub>'''}}
|
|
|
|❶
|❶
|❶
|
|
|-
!Brake R{{efn|Blocks '''C<sub>1</sub>''' and '''C<sub>2</sub>''' (the common Ravigneaux carrier 1 + 2)}}
|
|❶
|
|
|
|
|
|
|-
!Brake S{{efn|Blocks '''S<sub>4</sub>''' (S: german "schnell" for fast) · W5A 030 only}}
|
|
|
|
|
|
|
|❶
|-
!Clutch E{{efn|Couples '''S<sub>1</sub>''' (the sun gear of the inner Ravigneaux gearset) with '''C<sub>1</sub>''' and '''C<sub>2</sub>''' (the common Ravigneaux carrier 1 + 2)}}
|
|
|
|
|
|❶
|❶
|❶
|-
!Clutch F{{efn|Connects '''R<sub>2</sub>''' and '''S<sub>3</sub>'''}}
|
|❶
|
|❶
|
|
|❶
|❶
|-
!Clutch S{{efn|Couples '''S<sub>4</sub>''' with '''R<sub>4</sub>''' (S: german "schnell" for fast) · W5A 030 only}}
|
|❶
|
|❶
|❶
|❶
|❶
|
|-
| colspan="9" style="background:#AAF;"|
|-
| colspan="9"| {{notelist|2|group=efn}}
|-
| colspan="9" style="background:#AAF;"|
|}

== Applications ==

The 4G-Tronic has been used in many [[Mercedes-Benz]] cars.

=== W4A&nbsp;040 I+II (Type 722.3) ===

* 1981–1989 [[Mercedes-Benz R107|R107 and C107]]
* 1989–1996 [[Mercedes-Benz R129|R129]]

{| class="wikitable collapsible collapsed"
|+1981–1985 [[Mercedes-Benz W123|W123]]
|-
!Chassis code
!Car model
!Engine<br>code
!Transmission<br>code
!Notes
|-
|123.026
|250
|rowspan="3"|123.920<br>123.921
|rowspan="3"|722.308
|-
|123.086
|250 T
|-
|123.028
|250 Lang
|-
|123.033
|280 E
|rowspan="3"|110.984<br>110.988
|722.300<br>722.309
|-
|123.093
|280&nbsp;TE
|722.309
|-
|123.053
|280&nbsp;CE
|722.300<br>722.309
|-
|123.133
|300 D Turbo
|rowspan="3"|617.952
|rowspan="2"|722.315 1982–1985
|rowspan="2"|USA only
|-
|123.153
|300&nbsp;CD Turbo
|-
|123.193
|300&nbsp;TD Turbo
|722.303 1981–1982<br>722.315 1982–1985
|USA only
|}

* 1985–1996 [[Mercedes-Benz W124|W124]]
* 1979–1991 [[Mercedes-Benz W126|W126]]
* 1991–1996 [[Mercedes-Benz W140|W140]]
* 1985–1993 [[Mercedes-Benz W201|W201]]
* 1995–1996 [[Mercedes-Benz W210|W210]]

=== W4A&nbsp;028 (Type 722.3) ===

* 1990–1996 [[Mercedes-Benz G-Class#G-Class 463 (1990–2018)|G-Class 463]]

=== W4A&nbsp;020 (Type 722.4) ===

{|class="wikitable collapsible collapsed"
|+1982–1985 [[Mercedes-Benz W123|W123]]
|-
!Chassis code
!Car model
!Engine<br>code
!Transmission<br>code
!Notes
|-
|123.220
|200
|rowspan="2"|102.920<br>102.939
|rowspan="2"|722.406
|-
|123.280||200 T
|-
|123.223
|230 E
|rowspan="3"|102.980
|rowspan="3"|722.401
|-
|123.283
|230&nbsp;TE
|-
|123.243
|230&nbsp;CE
|-
|123.120
|200 D
|615.940
|722.407
|-
|123.123
|240 D
|rowspan="3"|616.912
|rowspan="3"|722.404
|-
|123.183
|240&nbsp;TD
|-
|123.125
|240 D Lang
|-
|123.130
|300 D
|rowspan="3"|617.912
|rowspan="3"|722.405
|-
|123.190
|300&nbsp;TD
|-
|123.132
|300 D Lang
|-
|123.133
|300 D Turbo
|rowspan="3"|617.952
|rowspan="3"|722.416 1985
|rowspan="3"|California only
|-
|123.153
|300&nbsp;CD Turbo
|-
|123.193
|300&nbsp;TD Turbo
|}

* 1985–1996 [[Mercedes-Benz W124|W124]]
* 1982–1993 [[Mercedes-Benz W201|W201]]
* 1993–1996 [[Mercedes-Benz W202|W202]]
* 1995–1996 [[Mercedes-Benz W210|W210]]

=== W5A&nbsp;030 (Type 722.5) ===

* 1990–1996 [[Mercedes-Benz W124|W124]]
* 1991–1996 [[Mercedes-Benz W140|W140]]
* 1995–1996 [[Mercedes-Benz W210|W210]]
* 1990–1996 [[Mercedes-Benz R129|R129]]

== See also ==

{{portal|Cars}}
* [[List of Daimler AG transmissions]]

== References ==

{{reflist|2}}

[[Category:Mercedes-Benz Group transmissions|4]]