ZF 5HP transmission

5HP 18 · 5HP 30 · 5HP 24
Overview
Manufacturer	ZF Friedrichshafen
Production	1991–2008
Model years	1991–2008
Body and chassis
Class	5-Speed Longitudinal Automatic Transmission
Related	MB 5G-Tronic
Chronology
Predecessor	ZF 4HP Transmission Family
Successor	ZF 6HP

5HP is ZF Friedrichshafen AG's trademark name for its five-speed automatic transmission models (5-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken.

Gear Ratios^[a]

Gear Model	R	1	2	3	4	5	Total Span	Span Center	Avg. Step	Compo- nents
5HP 18 · 1990 5HP 19 · 1997	−4.096	3.665	1.995	1.407	1.000	0.742	4.936	1.650	1.491	3 Gearsets 3 Brakes 4 Clutches

Gear Ratios^[a]

Gear Model	R	1	2	3	4	5	Total Span	Span Center	Avg. Step	Compo- nents
5HP 30 · 1992	−3.684	3.553	2.244	1.545	1.000	0.787	4.517	1.672	1.458	3 Gearsets 3 Brakes 3 Clutches
5HP 24 · 1996	−4.095	3.571	2.200	1.505	1.000	0.804	4.444	1.694	1.452

With planetary gearboxes, the number of gears can be increased conventionally by adding additional gear sets as well as brakes and clutches, or conceptually by switching from serial to parallel power flow. The conceptual way requires a computer-aided design.

The 5HP is the last transmission family with serial power flow. To provide more gears, components were added. This makes these transmissions larger, heavier and even more expensive to manufacture. As the presence of ten main components (together with brakes and clutches) in the Ravigneaux gearbox types shows, this meant the end of the conventional gearbox design. The all new Lepelletier gearset concept of the later 6HP-family, requiring only eight main components for six gears, reflects the progress that this new paradigm represented.

Gear Ratios

With Assessment		Planetary Gearset: Teeth[a]			Count	Total[b] Center[c]	Avg.[d]
		Ravigneaux		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 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$
Step[k]	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[l]	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[m]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}}$
Δ Step[n][o]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$
Shaft Speed	${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}}$
Δ Shaft Speed[p]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$
5HP 18	310 N⋅m (229 lb⋅ft) 1990	38 34[q]	34 98	32 76	3 4	4.9363 1.6495	1.4906[k]
Gear Ratio	−4.0960[l] ${\displaystyle -{\tfrac {1,323}{323}}}$	3.6648 ${\displaystyle {\tfrac {1,323}{361}}}$	1.9990[m] ${\displaystyle {\tfrac {7,938}{3,971}}}$	1.4067[k][o][p] ${\displaystyle {\tfrac {294}{209}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$	0.7424 ${\displaystyle {\tfrac {49}{66}}}$
Step	1.1176[l]	1.0000	1.8333[m]	1.4211[k]	1.4067	1.3469
Δ Step[n]			1.2901	1.0102[o]	1.0444
Speed	-0.8947	1.0000	1.8333	2.6053	3.6648	4.9363
Δ Speed	0.8947	1.0000	0.8333	0.7719[p]	1.0596	1.2715
5HP 19	325 N⋅m (240 lb⋅ft) 1997	38 34[q]	34 98	32 76	3 4	4.9363 1.6495	1.4906[k]
Ratio	−4.0960[l]	3.6648	1.9990[m]	1.4067[k][o][p]	1.0000	0.7424
Ratio R & Even	${\displaystyle -{\tfrac {R_{2}(S_{3}+R_{3})}{S_{2}R_{3}}}}$	${\displaystyle {\tfrac {R_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{3}(S_{2}+R_{2})}}}$			${\displaystyle {\tfrac {1}{1}}}$
Ratio Odd	${\displaystyle {\tfrac {R_{1}R_{2}(S_{3}+R_{3})}{S_{1}S_{2}R_{3}}}}$		${\displaystyle {\tfrac {R_{2}(S_{1}+R_{1})}{S_{1}(S_{2}+R_{2})}}}$		${\displaystyle {\tfrac {R_{2}}{S_{2}+R_{2}}}}$
Algebra And Actuated Shift Elements
Brake A[r]			❶	❶		❶
Brake B[s]	❶	❶
Brake C[t]	❶	❶	❶
Clutch D[u]		❶	❶	❶	❶
Clutch E[v]	❶
Clutch F[w]					❶	❶
Clutch G[x]				❶	❶	❶
		Lepelletier Gear Mechanism
		Simple	Ravigneaux
6HP[y]	600 N⋅m (443 lb⋅ft) 2000	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327[k]
Gear Ratio	−3.4025[l] ${\displaystyle -{\tfrac {4,590}{1,349}}}$	4.1708 ${\displaystyle {\tfrac {9,180}{2,201}}}$	2.3397[m] ${\displaystyle {\tfrac {211,140}{90,241}}}$	1.5211 ${\displaystyle {\tfrac {108}{71}}}$	1.1428[o][p] ${\displaystyle {\tfrac {9,180}{8,033}}}$	0.8672 ${\displaystyle {\tfrac {4,590}{5,293}}}$	0.6911 ${\displaystyle {\tfrac {85}{123}}}$
Step	0.8158[l]	1.0000	1.7826[m]	1.5382	1.3311	1.3178	1.2549
Δ Step[n]			1.1589	1.1559	1.0101[o]	1.0502
Speed	–1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078[p]	1.1599	1.2258
^ Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input shafts are, if actuated, S1, C1/C2 (the combined carrier of the compound Ravigneaux gearset 1 + 2), and R1/S2 Output shaft is C3 (the 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 ^ Sun 1: sun gear of gearset 1: inner Ravigneaux gearset ^ Ring 1: ring gear of gearset 1: inner Ravigneaux gearset ^ Sun 2: sun gear of gearset 2: outer Ravigneaux gearset ^ Ring 2: ring gear of gearset 2: outer Ravigneaux gearset ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ a b c d e f g h 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, here the first two) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last two) 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 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 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 From large to small gears (from right to left) ^ a b c d e f 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 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 One difference smaller than the previous one is acceptable (red) Two consecutive ones are a waste of possible ratios (bold) ^ a b inner and outer sun gears of the Ravigneaux planetary gearset are inverted ^ Blocks R1 (ring gear of the inner Ravigneaux gearset) and S2 (sun gear of the outer Ravigneaux gearset) ^ Blocks C1 and C2 (the common Ravigneaux carrier 1 + 2) ^ Blocks S3 ^ Connects S1 (the sun of the inner Ravigneaux gearset) with the turbine ^ Couples R1 (the ring gear of the inner Ravigneaux gearset) and S2 (the sun gear of the outer Ravigneaux gearset) with the turbine ^ Connects C1 and C2 (the common Ravigneaux carrier 1 + 2) with the turbine ^ Couples S3 with R3 ^ To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

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 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$
Step[k]	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[l]	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[m]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}}$
Δ Step[n][o]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$
Shaft Speed	${\displaystyle {\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}}$
Δ Shaft Speed[p]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$
5HP 30	560 N⋅m (413 lb⋅ft) 1992	40 100	32 108	38 97	3 3	4.5169 1.6716	1.4578[k]
Gear Ratio	−3.6842 ${\displaystyle -{\tfrac {70}{19}}}$	3.5526 ${\displaystyle {\tfrac {135}{38}}}$	2.2436 ${\displaystyle {\tfrac {175}{78}}}$	1.5449[k][o] ${\displaystyle {\tfrac {275}{178}}}$	1.0000[k] ${\displaystyle {\tfrac {1}{1}}}$	0.7865[p] ${\displaystyle {\tfrac {70}{89}}}$
Step	1.0370	1.0000	1.5835	1.4522[k]	1.5449[k]	1.2714
Δ Step[n]			1.0904	0.9400[o]	1.2151
Speed	-0.9643	1.0000	1.5835	2.2995	3.5526	4.5169
Δ Speed	0.9643	1.0000	0.5835	0.7161	1.2531	0.9643[p]
5HP 24	440 N⋅m (325 lb⋅ft) 1996	36 93	32 100	35 90	3 3	4.4435 1.6943	1.4519[k]
Gear Ratio	−4.0952[l] ${\displaystyle -{\tfrac {86}{21}}}$	3.5714 ${\displaystyle {\tfrac {25}{7}}}$	2.2000 ${\displaystyle {\tfrac {11}{5}}}$	1.5047[o] ${\displaystyle {\tfrac {161}{107}}}$	1.0000[k] ${\displaystyle {\tfrac {1}{1}}}$	0.8037[p] ${\displaystyle {\tfrac {86}{107}}}$
Step	1.1467[l]	1.0000	1.6234	1.4621	1.5047[k]	1.2419
Δ Step[n]			1.1103	0.9717[o]	1.2094
Speed	-0.8721	1.0000	1.6234	2.3736	3.5714	4.4435
Δ Speed	0.8721	1.0000	0.6234	0.7502	1.1979	0.8721[p]
Ratio R & Even	${\displaystyle -{\tfrac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{1}R_{2}S_{3}}}}$		${\displaystyle {\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})}{S_{2}R_{3}+S_{3}(S_{2}+R_{2})}}}$		${\displaystyle {\tfrac {1}{1}}}$
Ratio Odd		${\displaystyle {\tfrac {S_{3}+R_{3}}{S_{3}}}}$	${\displaystyle {\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}}$		${\displaystyle {\tfrac {S_{2}(S_{1}+R_{1})(S_{3}+R_{3})}{S_{2}(S_{1}+R_{1})(S_{3}+R_{3})+S_{1}R_{2}S_{3}}}}$
Algebra And Actuated Shift Elements
Brake A[q]				❶		❶
Brake B[r]			❶
Brake C[s]	❶	❶
Clutch D[t]		❶	❶	❶	❶
Clutch E[u]					❶	❶
Clutch F[v]	❶
		Lepelletier Gear Mechanism
		Simple	Ravigneaux
6HP[w]	600 N⋅m (443 lb⋅ft) 2000	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327[k]
Gear Ratio	−3.4025[l] ${\displaystyle -{\tfrac {4,590}{1,349}}}$	4.1708 ${\displaystyle {\tfrac {9,180}{2,201}}}$	2.3397[m] ${\displaystyle {\tfrac {211,140}{90,241}}}$	1.5211 ${\displaystyle {\tfrac {108}{71}}}$	1.1428[o][p] ${\displaystyle {\tfrac {9,180}{8,033}}}$	0.8672 ${\displaystyle {\tfrac {4,590}{5,293}}}$	0.6911 ${\displaystyle {\tfrac {85}{123}}}$
Step	0.8158[l]	1.0000	1.7826[m]	1.5382	1.3311	1.3178	1.2549
Δ Step[n]			1.1589	1.1559	1.0101[o]	1.0502
Speed	–1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078[p]	1.1599	1.2258
^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are, if actuated, S1, C2, S3, and R1 Output shaft is C3 (the 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 ^ 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 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, here the first two) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last two) 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) ^ a b c 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 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 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 One difference smaller than the previous one is acceptable (red) Two consecutive ones are a waste of possible ratios (bold) ^ Blocks S1 ^ Blocks C1 (the carrier of gearset 1) ^ Blocks R3 ^ Connects S2 and S3 with the turbine ^ Connects R1 with the turbine ^ Connects C1 with the turbine ^ To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism

• Introduced in MY 1991 on the BMW E36 320i/325i and E34 5 Series.
• Input torque maximum is 310 N⋅m (229 lb⋅ft)
• Weight: ~75 kg (165 lb)
• Oil capacity: ~10.5 L (11.1 US qt)

Applications^[1]

• 1992–1993 BMW E32 — 730i M60B30
• 1992–1995 BMW E34 — 525i M50B25TÜ
• 1992–1995 BMW E34 — 530i M60B30
• 1992–1995 BMW E34 — 525tds M51D25
• 1995–2000 BMW E38 — 725tds M51D25
• 1994–1996 BMW E38 — 730I M60B30
• 1993–1996 BMW E36 — M3 S50B30US
• 1995–1999 BMW E36 — 328i M52B28 - BMW Part No A5S 310Z
• 1996–1998 BMW E38 — 728i/iL M52B28
• 1997–1999 BMW E36 — M3 3.2 S52B32
• 1995–1999 BMW E39 — 523i M52B25
• 1995–1999 BMW E39 — 528i M52B28
• 1995–1999 BMW E39 — 525tds M51D25
• 1991–1999 BMW E36 — 320i

• Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Porsche, and Volkswagen Passenger Cars.
• Input torque maximum is 300 N⋅m (221 lb⋅ft)
• Weight: ~79 kg (174 lb)
• Oil capacity: ~9.2 L (9.7 US qt)

Applications^[1]

BMW — longitudinal engine, rear wheel drive

• 2001–2003 BMW E46 — 330Ci M54B30
• 2001–2003 BMW E46 — 330i M54B30
• 2000–2003 BMW E46 — 320i M52TUB20/ M54B22
• 2000– BMW E46 — 323Ci M52TUB25
• 2000– BMW E46 — 323i M52TUB25
• 2000– BMW E46 — 328i M52TUB28
• 2000– BMW E38 — 728i M52TUB28
• 2001–2003 BMW E46 — 325Ci M54B25
• 2001–2003 BMW E46 — 325i M54B25
• 1999–2002 BMW E39 — 520i M52TUB20
• 1999–2002 BMW E39 — 523i M52TUB25
• 1999–2002 BMW E39 — 528i M52TUB28
• 2001–2003 BMW E39 — 525i M54B25
• 2001–2003 BMW E39 — 530i M54B30
• 2002–2005 BMW E85 — Z4 (M54 engine)

Applications^[1]

Volkswagen Group — longitudinal engine transaxle, front-wheel drive

• 1996–2001 Audi A4 (B5) 2.8 V6
• 1997–2003 Audi A4 (B5) 1.8T
• 1997–1999 Audi A8 (D2) 3.7 V8
• 1998–2001 Audi A6 (C5) 2.8 V6
• 1998–2003 Volkswagen Passat GLS 1.8T
• 1998–2003 Volkswagen Passat GLS 2.8 V6
• 1998–2003 Volkswagen Passat GLX 2.8 V6
• 2003– Volkswagen Passat GL 1.8T
• 2004–2005 Volkswagen Passat GLS 2.0 TDI [ZF 1060 030106,^[2] VW GMR], [A73 Torque Converter]

Applications^[1]

Volkswagen Group — longitudinal engine, transaxle permanent four-wheel drive

• 1996–2001 Audi A4 (B5) 2.8 V6 quattro
• 1997–2001 Audi S4 (B5) 2.7 V6 'biturbo' quattro
• 1997–2005 Audi A4 (B5) and Audi A4 (B6) 1.8 T quattro
• 1998–2001 Audi A6 (C5) 2.8 V6 quattro
• 2000–2003 Audi A6 2.7 V6 biturbo quattro
• 2000–2003 Volkswagen Passat GLS V6 4motion 2.8 V6
• 2000–2003 Volkswagen Passat GLX V6 4motion 2.8 V6
• 2004–2005 Volkswagen Passat GLS 4motion 1.8T
• 2001–2003 Audi allroad quattro 2.7 V6 biturbo
• 2002–2005 Audi A4 (B6) 3.0 V6 quattro
• 2002–2003 Audi A6 (C5) 3.0 V6 quattro
• 2002–2003 Volkswagen Passat 4.0 W8 4motion

1999 (DRN/EKX) transmissions used Induction speed sensors and 2000+ (FAS) transmissions used Hall Effect sensors. These transmissions are mechanically the same, but are not interchangeable.

Applications^[1]

Porsche — longitudinal engine rear engine transaxle

• 1998–2003 Porsche 911 Carrera 996 3.4
• 2002–2003 Porsche 911 Targa 996 3.6

Applications^[1]

Porsche — longitudinal engine rear engine transaxle

• 1999–2003 Porsche 911 Carrera 996 3.6
• 1999–2003 Porsche 911 Carrera 4S 996 3.6

Porsche — mid-engine design flat-six engine, 5-speed tiptronic #1060, rear-wheel drive A87.01-xxx, A87.02-xxx, A87.21-xxx, [5HP19FL Valve Body, Solenoids, and Speed Sensor. Different Wiring Harness.] [Speed Sensor/Pulser part # ZF 0501314432]

• 1997-2004 Porsche Boxster 986 2.5 6-cyl
• 1997-2004 Porsche Boxster 986 2.7 6-cyl
• 1997-2004 Porsche Boxster 986 3.2 6-cyl
• 2005–2008 Porsche Boxster 987 2.7 6-cyl
• 2005–2008 Porsche Boxster S 987 3.4 6-cyl
• 2005–2008 Porsche Cayman 987 2.7 6-cyl
• 2005–2008 Porsche Cayman S 987 3.4 6-cyl

• Introduced in 1992, it was produced through 2003, and has been used in a variety of cars from Aston Martin, Bentley, BMW, and Rolls-Royce.
• Input torque maximum is 560 N⋅m (413 lb⋅ft)
• Weight: ~109 kg (240 lb)
• Oil capacity: ~13.5 L (14.3 US qt)

Applications^[1]

• 1992–1995 BMW E34 — 540i M60/B40
• 1995–1997 BMW E39 — 540i M62/B44
• 1998–2001 BMW E39 — 540i M62/B44TU
• 1992–1994 BMW E32 — 740i M60/B40
• 1994–1995 BMW E38 — 740i M60/B40
• 1996–1997 BMW E38 — 740i M62/B44
• 1992–1994 BMW E32 — 740iL M60/B40
• 1994–1995 BMW E38 — 740iL M60/B40
• 1996–1997 BMW E38 — 740iL M62/B44
• 1998-2001 BMW E38 — 740d M67/D40
• 1994–2001 BMW E38 — 750iL M73/B54
• 1993–1995 BMW E31 — 840i M60/B40
• 1995–1996 BMW E31 — 840Ci M62/B44
• 1994–1997 BMW E31 — 850Ci M73/B54
• 1998–2003 Rolls-Royce Silver Seraph 5.4 V12
• 1998–2000 Bentley Arnage 4.4 V8
• 1999–2003 Aston Martin DB7 Vantage 6.0 V12
• 1999–2003 Aston Martin DB7 Vantage Volante 6.0 V12

• Introduced in 1996, it has been used in a variety of cars from Audi, BMW, Jaguar, and Land Rover – all with a front mounted longitudinal engine.
• Input torque maximum is 440 N⋅m (325 lb⋅ft)
• Weight: ~95 kg (209 lb)
• Oil capacity: ~9.9 L (10.5 US qt)

Applications^[1]

• 1996–1997 BMW E31 — 840Ci M62/B44
• 1997–2001 BMW E38 — 735i M62/B35
• 1997–2001 BMW E38 — 735iL M62/B35
• 1997–2001 BMW E38 — 740i M62/B44
• 1997–2001 BMW E38 — 740iL M62/B44
• 1998–2001 BMW E38 — 730d M57
• 1997–2003 BMW E39 — 540i M62/B44
• 2000–2003 BMW E39 — Alpina D10 Bi-turbo
• 1997-2003 Jaguar XJ Sport 3.2 V8
• 1997–2002 Jaguar XK8 V8 4.0L
• 1998–2003 BMW E53 — X5 4.4i
• 1998–2002 Jaguar XJ8 4.0 V8
• 1998–2001 Jaguar XJ8 Vanden Plas 4.0 V8
• 1998–2001 Jaguar XJ8 L 4.0 V8
• 2001–2003 BMW E53 — 4.6is V8
• 2002–2003 BMW Z8 — Alpina 4.8 V8
• 2002–2003 Jaguar XJ Sport 4.0 V8
• 2003–2005 Range Rover (L322) — With BMW M62/B44 engine

• Four-wheel drive version used in Audi (quattro) and Volkswagen Passenger Cars (4motion) marques of the Volkswagen Group:
• Input torque maximum is 430 N⋅m (317 lb⋅ft)
• Weight: ~142 kg (313 lb)
• Oil capacity: ~11 L (11.6 US qt)

Applications^[1]

• 1997–2003 Audi A8 (D2) 4.2 V8
• 2001–2002 Audi A8 (D2) 6.0 W12
• 1998–2003 Audi S8 (D2) 4.2 V8
• 1999–2004 Audi A6 (C5) 4.2 V8
• 1999–2004 Audi S6 (C5) 4.2 V8
• 2000–2003 Audi A8L (D2) 4.2 V8
• 2002–2004 Audi RS6 (C5) 4.2 biturbo V8
• 2002–2011 Volkswagen Phaeton (Typ 3D)

• List of ZF transmissions