ZF 4HP transmission

The 4HP is a 4-speed automatic transmission family with a hydrodynamic torque converter with an electronic hydraulic control for passenger cars from ZF Friedrichshafen AG. In selector level position "P", the output is locked mechanically. The Simpson planetary gearset types were first introduced in 1980, the Ravigneaux planetary gearset types in 1984 and produced through 2003 in different versions and were used in a large number of vehicles.

Gear Ratios^[a]

Model	First Delivery	Gear					Total Span			Avg. Step	Components
		R	1	2	3	4	Nomi- nal	Effec- tive	Cen- ter		Total	per Gear[b]
4HP 22 Large Engines	1980	−2.086	2.479	1.479	1.000	0.728	3.406	2.865	1.344	1.505	3 Gearsets 4 Brakes 3 Clutches	2.500
4HP 22 Small Engines	1980	−2.086	2.733	1.562	1.000	0.728	3.754	2.865	1.411	1.554
4HP 14	1984	−2.828	2.412	1.369	1.000	0.739	3.265	3.265	1.335	1.483	2 Gearsets 2 Brakes 3 Clutches	1.750
4HP 18	1987	−2.882	2.579	1.407	1.000	0.742	3.474	3.474	1.384	1.514
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage Forward gears only

Nomenclature

Position	Value	German	Meaning
4HP 22FLE	4	Number of Gears
4HP 22FLE	H	Hydraulische Kupplung	Hydraulic Clutch
4HP 22FLE	P	Planeten- radsätze	Planetary Gearsets
4HP 22FLE		Torque Class
4HP 22FLE	F H	Front- motor Heck- motor	Front-Engine Design Rear-Engine Design
4HP 22FLE	L Q	Längs- motor Quer- motor	Longitudinal Engine Transverse Engine
4HP 22FLE	E A	Elektronische Steuerung Allrad- antrieb	Electronic Control Four-Wheel Drive

4HP 20 · 4HP 22 · 4HP 24 4HP 14 · 4HP 16 · 4HP 18
Overview
Manufacturer	ZF Friedrichshafen
Production	1980 – 2003
Model years	1980 – 2003
Body and chassis
Class	4-speed longitudinal and transverse automatic transmission
Chronology
Predecessor	ZF 3HP Transmission Family
Successor	ZF 5HP Transmission Family

1980: Simpson Planetary Gearset Types

The 4HP 20 was introduced in 1995 and has been used in a variety of cars from Citroën, Lancia, Mercedes-Benz, Peugeot, and Renault.^[1] The maximum torque capacity is 330 N⋅m (243 lb⋅ft).

The 4HP 22 was produced for vehicles with rear wheel drive or 4X4 layout. Introduced in 1980, it was produced through 2003, and has been used in a variety of cars from BMW, General Motors, Jaguar, Land Rover, Maserati, Peugeot, Porsche, and Volvo.

The 4HP 24 was introduced in 1987 and was used in a variety of cars from Audi, BMW, Jaguar, and Land Rover.

Gearset Concept Simpson Types: Cost Effectiveness

Gearset Concept: Cost-Effectiveness^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity[b] Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
4HP Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic[b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
4HP ZF 3HP[c]	4 3	Progress[b]	10 7	3 2	4 3	3 2
Δ Number	1		3	1	1	1
Relative Δ	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.778[b] ${\displaystyle {\tfrac {1}{3}}:{\tfrac {3}{7}}={\tfrac {1}{3}}\cdot {\tfrac {7}{3}}={\tfrac {7}{9}}}$	0.429 ${\displaystyle {\tfrac {3}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$
ZF 4HP 4G-Tronic	4[d] 4[e][d]	Market Position[b]	10 8	3[e] 3[e]	4 3	3 2
Δ Number	0		2	0	1	1
Relative Δ	0.000 ${\displaystyle {\tfrac {0}{4}}}$	0.000[b] ${\displaystyle {\tfrac {0}{4}}:{\tfrac {2}{8}}={\tfrac {0}{4}}\cdot {\tfrac {8}{2}}={\tfrac {0}{4}}}$	0.250 ${\displaystyle {\tfrac {2}{8}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	0.333 ${\displaystyle {\tfrac {1}{4}}}$	0.500 ${\displaystyle {\tfrac {1}{3}}}$
4HP 3-Speed[f]	4[d] 3[d]	Historical Market Position[b]	10 7	3 2	4 3	3 2
Δ Number	1		3	1	1	1
Relative Δ	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.778[b] ${\displaystyle {\tfrac {1}{3}}:{\tfrac {3}{7}}={\tfrac {1}{3}}\cdot {\tfrac {7}{3}}={\tfrac {7}{9}}}$	0.429 ${\displaystyle {\tfrac {3}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$
Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) Direct Predecessor To reflect the progress of the specific model change plus 1 reverse gear which are combined as a compound Ravigneaux gearset Historical Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Gearset Concept Simpson Types: Quality

Gear Ratio Analysis

In-Depth Analysis With Assessment[a]		Planetary Gearset: Teeth[b]			Count	Nomi- nal[c] Effec- tive[d]	Cen- ter[e]
		Simpson		Simple			Avg.[f]
Model Type	Version First Delivery	S1[g] R1[h]	S2[i] R2[j]	S3[k] R3[l]	Brakes Clutches	Ratio Span	Gear Step[m]
Gear Ratio		R ${\displaystyle {i_{R}}}$		1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$
Step[m]		${\displaystyle -{\frac {i_{R}}{i_{1}}}}$[n]		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$[o]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$
Δ Step[p][q]					${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$
Shaft Speed		${\displaystyle {\frac {i_{1}}{i_{R}}}}$		${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$
Δ Shaft Speed[r]		${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$		${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$
Specific Torque[s]		${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}}$[t]		${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}}$[t]	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}}$[t]	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}}$[t]	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}}$[t]
Efficiency ${\displaystyle \eta _{n}}$[s]		${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}}$		${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}}$	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}}$	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}}$	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}}$
4HP 22 Large Engines	380 N⋅m (280 lb⋅ft) 1980	35 73	35 73	31 83	4 3	3.4055 2.8647 [d][n]	1.3436
							1.5045[m]
Gear Ratio		−2.0857 [n][d] ${\displaystyle -{\tfrac {73}{35}}}$		2.4795 ${\displaystyle {\tfrac {181}{73}}}$	1.4795[o] ${\displaystyle {\tfrac {108}{73}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$	0.7281 ${\displaystyle {\tfrac {83}{114}}}$
Step		0.8412[n]		1.0000	1.6759[o]	1.4795	1.3735
Δ Step[p]					1.1328	1.0771
Speed		-1.1888		1.0000	1.6759	2.4795	3.4055
Δ Speed		1.1888		1.0000	0.6759	0.8035	0.9261
Specific Torque[s]		–2.0440 –2.0231		2.4303 2.4060	1.4699 1.4651	1.0000	0.7241 0.7220
Efficiency ${\displaystyle \eta _{n}}$[s]		0.9800 0.9700		0.9802 0.9704	0.9935 0.9903	1.0000	0.9945 0.9917
4HP 22 Small Engines	220 N⋅m (162 lb⋅ft) 1980	35 73	41 73	31 83	4 3	3.7539 2.8647 [d][n]	1.4106
							1.5541[m]
Gear Ratio		−2.0857 [n][d] ${\displaystyle -{\tfrac {73}{35}}}$		2.7331 ${\displaystyle {\tfrac {6,983}{2,555}}}$	1.5616 [o][q] ${\displaystyle {\tfrac {114}{73}}}$	1.0000[m] ${\displaystyle {\tfrac {1}{1}}}$	0.7281 ${\displaystyle {\tfrac {83}{114}}}$
Step		0.7631[n]		1.0000	1.7501[o]	1.5616[m]	1.3735
Δ Step[p]					1.1207[q]	1.1370
Speed		-1.3104		1.0000	1.7501	2.7331	3.7539
Δ Speed		1.3104		1.0000	0.7501	0.9829	1.0208
Specific Torque[s]		–2.0440 –2.0231		2.6755 2.6470	1.5504 1.5448	1.0000	0.7241 0.7220
Efficiency ${\displaystyle \eta _{n}}$[s]		0.9800 0.9700		0.9789 0.9685	0.9928 0.9892	1.0000	0.9945 0.9917
Actuated Shift Elements
Brake A[u]					❶
Brake B[v]		❶		❶
Brake C[w]					❶	❶	❶
Brake S[x]							❶
Clutch E[y]				❶	❶	❶	❶
Clutch F[z]		❶				❶	❶
Clutch S[aa]		❶		❶	❶	❶
Geometric Ratios
Ratio R & 1 Ordinary[ab] Elementary Noted[ac]	${\displaystyle i_{R}=-{\frac {R_{1}}{S_{1}}}}$		${\displaystyle i_{1}={\frac {S_{2}(S_{1}+R_{1})+S_{1}R_{2}}{S_{1}R_{2}}}}$
	${\displaystyle i_{R}=-{\tfrac {R_{1}}{S_{1}}}}$		${\displaystyle i_{1}=1+{\tfrac {S_{2}}{R_{2}}}\left(1+{\tfrac {R_{1}}{S_{1}}}\right)}$
Ratio 2 – 4 Ordinary[ab] Elementary Noted[ac]	${\displaystyle i_{2}={\frac {S_{2}+R_{2}}{R_{2}}}}$		${\displaystyle i_{3}={\frac {1}{1}}}$		${\displaystyle i_{4}={\frac {R_{3}}{S_{3}+R_{3}}}}$
	${\displaystyle i_{2}=1+{\tfrac {S_{2}}{R_{2}}}}$				${\displaystyle i_{4}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}}}}$
Kinetic Ratios
Specific Torque[s] R & 1	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}=-{\tfrac {R_{1}}{S_{1}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}=1+{\tfrac {S_{2}}{R_{2}}}\eta _{0}\left(1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}\right)}$
Specific Torque[s] 2 – 4	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}=1+{\tfrac {S_{2}}{R_{2}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}={\tfrac {1}{1}}}$		${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Revised 17 December 2025 Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is, if actuated S1, S2 or R2 Output shaft is R3 Total Ratio Span (Total Gear/Transmission Ratio) Nominal ${\displaystyle {\frac {i_{1}}{i_{n}}}}$ 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 Total Ratio Span (Total Gear/Transmission Ratio) Effective ${\displaystyle {\frac {min(i_{1};|i_{R}|)}{i_{n}}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear see also Standard R:1 Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\frac {1}{2}}}$ 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 ${\displaystyle \left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}}$ 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 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) see also Total Ratio Span (Total Gear/Transmission Ratio) Effective 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) 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) Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ with ${\displaystyle n=gear}$ The efficiency is calculated from the specific torque in relation to the transmission ratio Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio ${\displaystyle i_{0}}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\frac {1}{2}}}$ at ${\displaystyle 0.9800^{\frac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\frac {1}{2}}=0.98489}$ (lower value) Blocks S1 Blocks C1 (the carrier of gearset 1) Blocks S2 Blocks S3 (S: german "schnell" for fast) Couples R2 with the turbine Couples S1 with the turbine Couples S3 with C3 (the carrier of gearset 3 · S: german "schnell" for fast) Ordinary Noted For direct determination of the ratio Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of specific torque and efficiency

1984: Ravigneaux Planetary Gearset Types

The 4HP 14 was introduced in 1984 and produced through 2001 for Citroën, Peugeot, and Daewoo Front-wheel drive vehicles. The electronic-hydraulic control makes controlled power shifts and various shift programs possible.

The 4HP 16 is designed for use in vehicles with Front-wheel drive and a Transverse engine. The transmission is operated via selector lever and possibly also via switch. It has a controller slip Lock-up clutch.

The 4HP 18 is for both longitudinal and transverse installation. Introduced in 1987, and produced through 1998, it was used in a variety of cars from Alfa Romeo, Audi, Citroën, Dodge, Eagle, Fiat, Lancia, Porsche and Saab.

Gearset Concept Ravigneaux Types: Cost Effectiveness

Gearset Concept: Cost-Effectiveness^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity[b] Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
4HP Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic[b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
4HP ZF 3HP[c]	4[d] 3[d]	Progress[b]	7 7	2[e] 2[e]	3 3	2 2
Δ Number	1		0	0	0	0
Relative Δ	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.000[b] ${\displaystyle {\tfrac {1}{3}}:{\tfrac {0}{7}}={\tfrac {1}{3}}\cdot {\tfrac {7}{0}}={\tfrac {7}{0}}}$	0.000 ${\displaystyle {\tfrac {0}{7}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$
ZF 4HP 4G-Tronic	4[d] 4[d]	Market Position[b]	7 8	2[e] 3[e]	3 3	2 2
Δ Number	0		-1	-1	0	0
Relative Δ	0.000 ${\displaystyle {\tfrac {0}{4}}}$	0.000[b] ${\displaystyle {\tfrac {0}{4}}:{\tfrac {-1}{8}}={\tfrac {0}{4}}\cdot {\tfrac {8}{-1}}={\tfrac {0}{-4}}}$	−0.125 ${\displaystyle {\tfrac {-1}{8}}}$	−0.333 ${\displaystyle {\tfrac {-1}{3}}}$	0.000 ${\displaystyle {\tfrac {0}{4}}}$	−0.500 ${\displaystyle {\tfrac {0}{3}}}$
4HP 3-Speed[f]	4[d] 3[d]	Historical Market Position[b]	7 7	2[e] 2	3 3	2 2
Δ Number	1		0	0	0	0
Relative Δ	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.000[b] ${\displaystyle {\tfrac {1}{3}}:{\tfrac {0}{7}}={\tfrac {1}{3}}\cdot {\tfrac {7}{0}}={\tfrac {7}{0}}}$	0.000 ${\displaystyle {\tfrac {0}{7}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$
Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) Direct Predecessor To reflect the progress of the specific model change plus 1 reverse gear which are combined as a compound Ravigneaux gearset Historical Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Gearset Concept Ravigneaux Types: Quality

Gear Ratio Analysis

In-Depth Analysis With Assessment[a]		Planetary Gearset: Teeth[b]		Count	Nomi- nal[c] Effec- tive[d]	Cen- ter[e]
		Ravigneaux				Avg.[f]
Model Type	Version First Delivery	S1[g] R1[h]	S2[i] R2[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]		${\displaystyle -{\frac {i_{R}}{i_{1}}}}$[l]	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$[m]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$
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		${\displaystyle {\frac {i_{1}}{i_{R}}}}$	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$
Δ Shaft Speed[p]		${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$
Specific Torque[q]		${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}}$[r]	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}}$[r]	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}}$[r]	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}}$[r]	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}}$[r]
Efficiency ${\displaystyle \eta _{n}}$[q]		${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}}$	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}}$	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}}$	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}}$	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}}$
4HP 14	1984	34 29[s]	29 82	2 3	3.2647 3.2647	1.3348
						1.4835[k]
Gear Ratio		−2.8276[l] ${\displaystyle -{\tfrac {82}{29}}}$	2.4118 ${\displaystyle {\tfrac {41}{17}}}$	1.3688[m] ${\displaystyle {\tfrac {861}{629}}}$	1.0000[p] ${\displaystyle {\tfrac {1}{1}}}$	0.7281 ${\displaystyle {\tfrac {82}{111}}}$
Step		1.1724[l]	1.0000	1.7619[m]	1.3688	1.3537
Δ Step[n]				1.2872	1.0112
Speed		-0.8529	1.0000	1.7619	2.4118	3.2647
Δ Speed		0.8529	1.0000	0.7619	0.6499[p]	0.8526
Specific Torque[q]		–2.7710 –2.7428	2.3398 2.3041	1.3490 1.3391	1.0000	0.7348 0.7328
Efficiency ${\displaystyle \eta _{n}}$[q]		0.9800 0.9700	0.9702 0.9553	0.9855 0.9783	1.0000	0.9947 0.9920
4HP 18	FLE 1987	38 34[s]	34 98	2 3	3.4737 3.4737	1.3837
						1.5145[k]
Gear Ratio		−2.8824[l] ${\displaystyle -{\tfrac {49}{17}}}$	2.5789 ${\displaystyle {\tfrac {49}{19}}}$	1.4067[m] ${\displaystyle {\tfrac {294}{209}}}$	1.0000[p] ${\displaystyle {\tfrac {1}{1}}}$	0.7281 ${\displaystyle {\tfrac {49}{66}}}$
Step		1.1176[l]	1.0000	1.8333[m]	1.4067	1.3469
Δ Step[n]				1.3033	1.0444
Speed		-0.8947	1.0000	1.8333	2.5789	3.4737
Δ Speed		0.8947	1.0000	0.8333	0.7456[p]	0.8947
Specific Torque[q]		–2.8247 –2.7959	2.5020 2.4638	1.3861 1.3758	1.0000	0.7385 0.7366
Efficiency ${\displaystyle \eta _{n}}$[q]		0.9800 0.9700	0.9702 0.9553	0.9854 0.9780	1.0000	0.9948 0.9921
Actuated Shift Elements
Brake A[t]				❶		❶
Brake B[u]		❶	❶
Clutch C[v]			❶	❶	❶
Clutch D[w]		❶
Clutch E[x]					❶	❶
Geometric Ratios
Ratio R & Odd Ordinary[y] Elementary Noted[z]	${\displaystyle i_{R}=-{\frac {R_{2}}{S_{2}}}}$		${\displaystyle i_{1}={\frac {R_{1}R_{2}}{S_{1}S_{2}}}}$		${\displaystyle i_{3}={\frac {1}{1}}}$
	${\displaystyle i_{R}=-{\tfrac {R_{2}}{S_{2}}}}$		${\displaystyle i_{1}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}}$
Ratio Even Ordinary[y] Elementary Noted[z]	${\displaystyle i_{2}={\frac {R_{2}(S_{1}+R_{1})}{S_{1}(S_{2}+R_{2})}}}$			${\displaystyle i_{4}={\frac {R_{2}}{S_{2}+R_{2}}}}$
	${\displaystyle i_{2}={\tfrac {1+{\tfrac {S_{2}}{S_{1}}}}{1+{\tfrac {S_{2}}{R_{2}}}}}}$			${\displaystyle i_{4}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}}$
Kinetic Ratios
Specific Torque[q] R & Odd	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}=-{\tfrac {R_{2}}{S_{2}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}={\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}{\eta _{0}}^{\tfrac {3}{2}}}$		${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}={\tfrac {1}{1}}}$
Specific Torque[q] Even	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}={\tfrac {1+{\tfrac {S_{2}}{S_{1}}}\eta _{0}}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$			${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Revised 17 December 2025 Layout Input and output are on opposite sides Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side Input shafts is, if actuated S1, R2 or C1 and C2 (the common Ravigneaux carrier 1 + 2) Output shaft is R2 (the ring gear of the outer Ravigneaux gearset Total Ratio Span (Total Gear/Transmission Ratio) Nominal ${\displaystyle {\frac {i_{1}}{i_{n}}}}$ 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 Total Ratio Span (Total Gear/Transmission Ratio) Effective ${\displaystyle {\frac {min(i_{1};|i_{R}|)}{i_{n}}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear see also Standard R:1 Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\frac {1}{2}}}$ 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 ${\displaystyle \left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}}$ 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 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) see also Total Ratio Span (Total Gear/Transmission Ratio) Effective 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) 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) Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ with ${\displaystyle n=gear}$ The efficiency is calculated from the specific torque in relation to the transmission ratio Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio ${\displaystyle i_{0}}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\frac {1}{2}}}$ at ${\displaystyle 0.9800^{\frac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\frac {1}{2}}=0.98489}$ (lower value) 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) Couples S1 (sun gear of the inner Ravigneaux gearset) with the turbine Couples S2 (sun gear of the outer Ravigneaux gearset) with the turbine Couples C1 and C2 (the common Ravigneaux carrier 1 + 2) with the turbine Ordinary Noted For direct determination of the ratio Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of specific torque and efficiency

Applications

1980: Simpson Planetary Gearset Types

4HP 20

Front-engine design · Transverse engine · Front-wheel drive configuration^[1]

• 1996–2004 Peugeot 406 V6 3.0
• 1996–2003 Mercedes-Benz Vito
• 1996–2003 Mercedes-Benz V-Class
• 1997–2001 Citroën Xantia V6 2.9
• 1997–2001 Citroën XM V6 2.9
• 1997–1999 Peugeot 605 V6 2.9
• 1998–2002 Alfa Romeo 166 V6 2.5, V6 3.0
• 1998–2005 Lancia Kappa, Phedra V6 3.0
• 1998–2008 Renault Laguna 3.0
• 1998–2002 Renault Espace V6 3.0
• 1999–2000 Renault Safrane V6 3.0 24V
• 2001–2008 Citroën C5 and Citroën C8 V6 2.9, Peugeot 807 V6 2.9 and Peugeot 607 with DW12 2.2 HDi
• 2004–2010 Peugeot 407 with DW12 2.2 HDi
• 2003–2006 Fiat Ducato 2.8 JTD (244 Series)

4HP 22

Longitudinal engine design · Rear-wheel drive configuration^[1]

• BMW
  • E30
    • 1984–1988 316 M10/B18
    • 1987–1988 316i M10/B18
    • 1988–1994 316i M40/B16
    • 1984–1987 318i M10/B18
    • 1987–1994 318i M40/B18
    • 1982–1993 320i M20/B20
    • 1982–1986 323i M20/B23
    • 1985–1990 324d M21/D24
    • 1987–1990 324td M21/D24
    • 1983–1988 325e M20/B27:^[2] Type A
    • 1985–1993 325i M20/B25:^[2] Type A
    • 1986–1992 325ix M20/B25:^[2] Type A

• • E28
    • 1981–1987 518i M10/B18:^[3] Type B
    • 1981–1987 520i M20/B20:^[3] Type B
    • 1986–1988 524d M21/D24:^[3] Type B
    • 1983–1987 524td M21/D24:^[3] Type B
    • 1983–1988 525e M20/B27:^[3] Type A
    • 1981–1987 525i M30/B25:^[3] Type A
    • 1981–1987 528e M20/B27
    • 1981–1987 528i M30/B28:^[3] Type A
    • 1983–1984 533i M30/B32
    • 1984–1988 535i M30/B34:^[3] Type A

• • E24
    • 1983–1989 633CSi M30/B32
    • 1983–1987 635CSi M30/B34

• • E23
    • 1983–1984 733i M30/B32
    • 1984–1987 735i M30/B34:^[4] Type A
    • 1984–1987 745i (South African version) M88/3:^[5] Type A

• • E34
    • 1988–1992 520i M20/B20: Type A
    • 1988–1992 524td M21/D24:^[6] Type B
    • 1988–1990 525i M20/B25: Type A
    • 1988–1992 530i M30/B30: Type A
    • 1988–1993 535i M30/B35:^[6] Type A

• • E32
    • 1986–1994 730i M30/B30:^[7] Type A
    • 1986–1992 735i M30/B35:^[7] Type A
    • 1986–1992 735iL M30/B35:^[7] Type A

• Chevrolet
  • Opala
    • 1988–1992 2.5 (151):^[8][9] Type A
    • 1988–1992 4.1 (250):^[8][9] Type A

• Jaguar
  • XJ40
    • 1987–1993 3.6

• • X300
    • 1994–1997 3.2

• • XJS
    • 1987–1991 3.6

• Land Rover
  • Defender
    • 1997 90 V8 4.0 L North America Spec
    • 1998 90 V8 4.0 L Defender 50th Special Edition

• • Discovery (Series I)
    • 1992–1999 V8 3.9 L

• • Discovery (Series II)
    • 1999–2002 V8 4.0 L

• • Range Rover
    • 1987–2002 (except 4.6 L)

• Lincoln
  • Continental
    • 1984–1985 2.4 L (BMW-Steyr turbodiesel)

• Lotus
  • Lotus Excel
    • Excel SA 1986 –1991 Twin Cam 4 Cyl Lotus 2.2 L 180 bhp

• Maserati
  • Biturbo
    • 1988–1997 2.5 V6
    • 1988–1997 2.8 V6

• • Quattroporte
    • 1994–1998 2.8 V6

• Peugeot
  • 505
    • 1986–1997 2.0 (XN^[10][11][12]): Type A
    • 1986–1997 2.0 (ZEJ^[10][12]): Type A
    • 1986–1997 2.2 (N9T^[12]): Type A
    • 1986–1997 2.2 (ZDJ^{[10][11][12][13]}): Type A
    • 1986–1997 2.5 (XD3^[11][14]): Type A
    • 1986–1997 2.8 (ZN3J^[12]): Type A

• • 604
    • 1987–1989 2.5

• Volvo
  • 740
    • 1984–1985 GL, GLE 2.3 (non turbo) B230F:^[15] Type B
    • 1986–after GL, GLE 2.3 (non turbo) B230F:^[16] Type A
    • 1984–1987 2.4 L Turbo-Diesel D24T^[17]

• • 760
    • 1986–1991 2.3 L
    • 1985–1989 2.3 Turbo B230ET
    • 1983–1989 GLE 2.4 Turbo-Diesel D24T/D24TIC^[18]

• • 940
    • 1990–1994 2.3 (non turbo, Europe & Australia) B230FB
    • 1990–1998 2.4 L Turbo-Diesel D24TIC

4HP 22EH

Longitudinal engine design · Four-wheel drive configuration^[1]

• Land Rover
  • Discovery (Series II)
    • 1999–2004 TD5 Diesel

4HP 22HL

Rear-engine design · Longitudinal engine orientation · Rear-wheel drive configuration^[1]

• Porsche
  • 1989–1993 Porsche 911 Carrera II 3.6
  • 1993–1998 Porsche 993 3.6

4HP 24

Longitudinal engine design · Rear-wheel drive configuration^[1]

• 1986–1994 BMW E32 750i M70/B50
• 1986–1994 BMW E32 750iL M70/B50
• 1986–1994 Jaguar XJ40
• 1989–1994 BMW E31 850Ci M70/B50
• 1989–1994 BMW E31 850i M70/B50
• 1989–1996 Jaguar XJS 4.0
• 1995–1997 Jaguar XJ6 (X300) 4.0
• 1994–2002 Range Rover V8 4.6 L
• 1999–2002 Range Rover V8 4.0 L
• 2003–2004 Land Rover Discovery V8 4.6 L

4HP 24A

Longitudinal engine design · Four-wheel drive version^[1]

• 1990–1991 Audi V8 3.6 V8
• 1992–1994 Audi V8 4.2 V8
• 1994–1996 Audi D2 A8 4.2 V8 quattro
• 1995–1997 Audi S6 4.2 V8 C4 100

1984: Ravigneaux Planetary Gearset Types

4HP 14

Front-engine design

• 1984–1993 Citroën BX 1.6
• 1985–1993 Citroën BX 1.9
• 1987–1993 Peugeot 205 1.6
• 1987–1993 Peugeot 205 1.9
• 1987–1989 Peugeot 305 1.5
• 1987–1996 Peugeot 309 1.6^[19]
• 1987–1996 Peugeot 309 1.9
• 1987–1997 Peugeot 405 1.6
• 1987–1997 Peugeot 405 1.8
• 1987–1997 Peugeot 405 1.9
• 1990–1996 Volvo 400 series^[20]
• 1991–1998 Rover 800 (XX/R17)
• 1992–1993 Citroën ZX 1.6
• 1992–1998 Citroën ZX 1.8
• 1993–1998 Citroën Xantia 1.8
• 1993–1998 Citroën Xantia 2.0
• 1993–2001 Peugeot 306 1.8
• 1993–2001 Peugeot 306 2.0
• 1996–1997 Daewoo Nubira 1.5
• 1996–1997 Daewoo Nubira 1.8
• 1996–1997 Daewoo Leganza 1.8
• 1996–1997 Daewoo Leganza 2.0

4HP 16

Suzuki Reno 2004-2008 2.0L 4L Suzuki Forenza 2004-2008 2.0L 4L Suzuki Verona 2004-2006 2.0L 4L

4HP 18FL

Front-engine design · Longitudinal engine^[1][21]

• 1988–1992 Renault 25 V6 2.8
• 1988–1992 Eagle Premier/Dodge Monaco V6 3.0

4HP 18FLA · Audi Quattro 4x4

Front-engine design · longitudinal engine · quattro Four-wheel drive^[1]

• 1992–1994 Audi S4 (C4) 5-cyl 2.2 Turbo
• 1992–1994 Audi 100 (C4) CS 2.8 V6
• 1995–1997 Audi A6 (C4) quattro 2.8 V6
• 1995–1997 Audi S6 (C4) quattro 5-cyl 2.2 Turbo

4HP 18FLE · Audi FWD

Front-engine design · Longitudinal engine · (non-quattro)^[1][22]

• 1991–1994 Porsche 968 4-cyl 3.0
• 1992–1993 Audi 100 2.8 V6
• 1992–1994 Audi 100 CS 2.8 V6
• 1992–1994 Audi 100 S 2.8 V6
• 1995–1997 Audi A6 2.8 V6
• 1995–1997 Audi A6 2.5 TDI (AEL) (AAT)

4HP 18Q

Front-engine design · Transverse engine · Front-wheel drive^[1]

• 1987–1989 Fiat Croma 2.0
• 1987–1989 Fiat Croma 2.5
• 1987–1998 Saab 9000
• 1989–1993 Alfa Romeo 164 V6 3.0
• 1989–1998 Citroën XM 2.0
• 1989–1998 Citroën XM V6 3.0
• 1989–1994 Fiat Croma 2.0
• 1989–1994 Lancia Thema 2.0
• 1989–1992 Lancia Thema V6 3.0
• 1989–1999 Peugeot 605 2.0
• 1989–1999 Peugeot 605 V6 3.0

4HP 18QE

Front-engine design · Transverse engine · Front-wheel drive^[1]

• 1993–1997 Alfa Romeo 164 V6 3.0
• 1993–1994 Lancia Thema V6 3.0

4HP 18EH

Front-engine design · Transverse engine · Front-wheel drive^[1]

• 1994–1998 Lancia Kappa V6 3.0

See also

• List of ZF transmissions