ZF 6HP transmission

6HP
Automatic Transmission 6HP 26 cutaway
Overview
Manufacturer	ZF Friedrichshafen
Production	2000–2014
Model years	2000–2014
Body and chassis
Class	6-Speed Longitudinal Automatic Transmission
Related	Ford 6R GM 6L Aisin AWTF-80 SC
Chronology
Predecessor	ZF 5HP Transmission
Successor	ZF 8HP Transmission

6HP is ZF Friedrichshafen AG's trademark name for its six-speed automatic transmission models (6-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken. Released as the 6HP 26 in 2000, it was the first six-speed automatic transmission in a production passenger car. Other variations of the first generation 6HP in addition to the 6HP 26, were 6HP19, and 6HP 32 having lower and higher torque capacity, respectively. In 2007, the second generation of the 6HP series was introduced, with models 6HP 21 and 6HP 28. A 6HP 34 was planned, but never went into production.

The last 6HP automatic transmission was produced by the Saarbrücken plant in March 2014 after 7,050,232 units were produced.^[1][2] The ZF plant in Shanghai continued to produce the 6HP for the Chinese market.^[1]

The 6HP is the first transmission designed according to ZF's new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The 6HP uses a Lepelletier epicyclic/planetary gearset, which can provide more gear ratios with significantly fewer components. This means the 6HP 26 is actually lighter than its five-speed 5HP predecessors. Coming from 5 gear ratios made of 10 main components^[a] to the 6 made of 8 now reflects, what major progress the Lepelletier gear mechanism means compared to conventional designs like the 5HP-family.

A conventional planetary gearset and a compound Ravigneaux gearset is combined in a Lepelletier gear mechanism,^[3] to reduce both the size and weight. It was first realized here. Like all transmissions realized with Lepelletier transmissions, the 6HP also dispenses with the use of the direct gear ratio, making it one of the very few automatic transmission concepts without such a ratio.

It also has the capability to achieve torque converter lock-up on all six forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.

In-Depth Gear Ratios

With Assessment[a]		Planetary Gearset: Teeth[b] Lepelletier Gear Mechanism			Count	Total	Avg.
		Simple	Ravigneaux
Manufacturer Model	Version First Delivery	S1[c] R1[d]	S2[e] R2[f]	S3[g] R3[h]	Brakes Clutches	Ratio Span	Gear Step[i]
Gear Ratio	R ${\displaystyle {i_{R}}}$	1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$
Step	${\displaystyle -{\tfrac {i_{R}}{i_{1}}}}$[j]	${\displaystyle {\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}}$[k]	${\displaystyle {\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}}$
Step 2[l]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$
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	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$
2000: 1st Generation
ZF 6HP 26[m] ZF 6HP 19[n] ZF 6HP 32[o]	600 N⋅m (443 lb⋅ft) 400 N⋅m (295 lb⋅ft)[p] 750 N⋅m (553 lb⋅ft)[4]	37 71	31 38	38 85	2 3	6.0354	1.4327[i]
Gear Ratio	−3.4025[j] ${\displaystyle -{\tfrac {4,590}{1,349}}}$	4.1708 ${\displaystyle {\tfrac {9,180}{2,201}}}$	2.3397[k] ${\displaystyle {\tfrac {211,140}{90,241}}}$	1.5211 ${\displaystyle {\tfrac {108}{71}}}$	1.1428[q][r] ${\displaystyle {\tfrac {9,180}{8,033}}}$	0.8672 ${\displaystyle {\tfrac {4,590}{5,293}}}$	0.6911 ${\displaystyle {\tfrac {85}{123}}}$
Step	0.8158[j]	1.0000	1.7826[k]	1.5382	1.3311	1.3178	1.2549
Step 2[l]			1.1589	1.1559	1.0101[q]	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[r]	1.1599	1.2258
2007: 2nd Generation
ZF 6HP 28[s] ZF 6HP 21[t] ZF 6HP 34[u]	600 N⋅m (443 lb⋅ft) 450 N⋅m (332 lb⋅ft)[v] 750 N⋅m (553 lb⋅ft)[w]	37 71	31 38	38 85	2 3	6.0354	1.4327[i]
Ratio	−3.4025[j]	4.1708	2.3397[k]	1.5211	1.1428[q][r]	0.8672	0.6911
Other Manufacturer
Aisin AWTF-80 SC	450 N⋅m (332 lb⋅ft)[6] 2005	50 90	36 44	44 96	2 3	6.0494	1.4333[i]
Gear Ratio	−3.3939[j] ${\displaystyle -{\tfrac {112}{33}}}$	4.1481 ${\displaystyle {\tfrac {112}{27}}}$	2.3704[k] ${\displaystyle {\tfrac {64}{27}}}$	1.5556 ${\displaystyle {\tfrac {14}{9}}}$	1.1546[q] ${\displaystyle {\tfrac {112}{97}}}$	0.8593 ${\displaystyle {\tfrac {336}{391}}}$	0.6857[r] ${\displaystyle {\tfrac {24}{35}}}$
Step	0.8182[j]	1.0000	1.7500[k]	1.5238	1.3472	1.3436	1.2532
Step 2[l]			1.1484	1.1311	1.0027[q]	1.0722
Speed	–1.2222	1.0000	1.7500	2.6667	3.5926	4.8272	6.0494
Δ Speed	1.2222	1.0000	0.7500	0.9167	0.9259	1.2346	1.2222[r]
Ford 6R 60 · 6R 80	600 N⋅m (443 lb⋅ft) · 2005 800 N⋅m (590 lb⋅ft) · 2005	37 71	31 38	38 85	2 3	6.0354	1.4327[i]
Ratio	−3.4025[j]	4.1708	2.3397[k]	1.5211	1.1428[q][r]	0.8672	0.6911
Ford 6R 140	1,400 N⋅m (1,033 lb⋅ft) 2005	49 95	37 47	47 97	2 3	5.8993	1.4261[i]
Gear Ratio	−3.1283[j] ${\displaystyle -{\tfrac {13,968}{4,485}}}$	3.9738 ${\displaystyle {\tfrac {13,968}{3,515}}}$	2.3181[k][q] ${\displaystyle {\tfrac {8,148}{3,515}}}$	1.5158 ${\displaystyle {\tfrac {144}{95}}}$	1.1492[q][r] ${\displaystyle {\tfrac {13,968}{12,155}}}$	0.8585 ${\displaystyle {\tfrac {13,968}{16,271}}}$	0.6736 ${\displaystyle {\tfrac {97}{144}}}$
Step	0.7872[j]	1.0000	1.7143[k]	1.5293	1.3190	1.3389	1.2744
Step 2[l]			1.1210[q]	1.1594	0.9854[q]	1.0504
Speed	–1.2703	1.0000	1.7143	2.6216	3.4580	4.6290	5.8993
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8364[r]	1.1710	1.2703
GM 6L 45 · 6L 50	500 N⋅m (369 lb⋅ft) · 2006	49 89	37 47	47 97	2 3	6.0346	1.4326[i]
Gear Ratio	−3.2001[j] ${\displaystyle -{\tfrac {13,386}{4,183}}}$	4.0650 ${\displaystyle {\tfrac {13,386}{3,293}}}$	2.3712[k][q] ${\displaystyle {\tfrac {15,617}{63586}}}$	1.5506 ${\displaystyle {\tfrac {138}{89}}}$	1.1567[q][r] ${\displaystyle {\tfrac {13,386}{11,573}}}$	0.8532 ${\displaystyle {\tfrac {13,386}{15,689}}}$	0.6736 ${\displaystyle {\tfrac {97}{144}}}$
Step	0.7872[j]	1.0000	1.7143[k]	1.5293	1.3406	1.3557	1.2662
Step 2[l]			1.1210[q]	1.1408	0.9889[q]	1.0703
Speed	–1.2703	1.0000	1.7143	2.6216	3.5144	4.7643	6.0346
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8928[r]	1.2499	1.2703
GM 6L 80 · 6L 90	800 N⋅m (590 lb⋅ft) · 2005	50 94	35 46	46 92	2 3	6.0401	1.4329[i]
Gear Ratio	−3.0638[j] ${\displaystyle -{\tfrac {144}{47}}}$	4.0267 ${\displaystyle {\tfrac {6,624}{1,645}}}$	2.3635[k][q] ${\displaystyle {\tfrac {3,888}{1,645}}}$	1.5319 ${\displaystyle {\tfrac {72}{47}}}$	1.1522[q][r] ${\displaystyle {\tfrac {6,624}{5,749}}}$	0.8521 ${\displaystyle {\tfrac {144}{169}}}$	0.6667 ${\displaystyle {\tfrac {2}{3}}}$
Step	0.7609[j]	1.0000	1.7037[k]	1.5429	1.3296	1.3522	1.2781
Step 2[l]			1.1043[q]	1.1604	0.9832[q]	1.0580
Speed	–1.3143	1.0000	1.7037	2.6286	3.4948	4.7258	6.0401
Δ Speed	1.3143	1.0000	0.7037	0.9249	0.8662[r]	1.2310	1.3143
Ratio R & Even	${\displaystyle -{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}}$	${\displaystyle {\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}}$		${\displaystyle {\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}}$		${\displaystyle {\tfrac {R_{3}}{S_{3}+R_{3}}}}$
Ratio Odd	${\displaystyle {\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}}$		${\displaystyle {\tfrac {S_{1}+R_{1}}{R_{1}}}}$		${\displaystyle {\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}}$
Algebra And Actuated Shift Elements
Brake A[x]		❶	❶	❶	❶
Brake B[y]	❶			❶		❶
Clutch C[z]			❶				❶
Clutch D[aa]	❶	❶
Clutch E[ab]					❶	❶	❶
ZF 5HP 18[ac]	310 N⋅m (229 lb⋅ft) · 1990	32 76	38[ad] 34	34 98	3 4	4.9363	1.4906[i]
Gear Ratio	−4.0960[j] ${\displaystyle -{\tfrac {1,323}{323}}}$	3.6648 ${\displaystyle {\tfrac {1,323}{361}}}$	1.9990[k] ${\displaystyle {\tfrac {7,938}{3,971}}}$	1.4067[i][q][r] ${\displaystyle {\tfrac {294}{209}}}$	1.0000 ${\displaystyle {\tfrac {1}{1}}}$	0.7424 ${\displaystyle {\tfrac {49}{66}}}$
Step	1.1176[j]	1.0000	1.8333[k]	1.4211[i]	1.4067	1.3469
Step 2[l]			1.2901	1.0102[q]	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[r]	1.0596	1.2715
^ The 6HP-transmission is the first one to use the Lepelletier gear mechanism ^ Layout • Input and output are on opposite sides • Planetary gearset 1 is on the input (turbine) side • Input shafts are R1 and, if actuated, C2/C3 (the combined carrier of the compound Ravigneaux gearset 2 and 3) • Output shaft is R3 (ring gear of gearset 3: outer Ravigneaux gearset) ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ^ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ^ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ^ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset ^ a b c d e f g h i j k Standard 50/50: 50/50 are above/below average step With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first three) is always larger and the upper half of them (rounded up, here the last four) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection ^ a b c d e f g h i j k l m n o Standard REV: reverse gear is similar to 1st gear Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency ^ a b c d e f g h i j k l m n o Standard FIRST: gear step 1st to 2nd gear With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory ^ a b c d e f g From right to left ^ for Rear-wheel drive cars ^ for Rear-wheel drive cars ^ for Rear-wheel drive cars ^ 400 N⋅m (295 lbf⋅ft) or 400 N⋅m (295 lbf⋅ft) ^ a b c d e f g h i j k l m n o p q r s t Standard SECOND: 2nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory ^ a b c d e f g h i j k l m n Standard SPEED: shaft speed difference increase One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection ^ for Rear-wheel drive cars ^ for Rear-wheel drive cars ^ for Rear-wheel drive cars ^ produced in the PRC,[2] alternatively known as 6HP 19tu and 6HP 19z ^ planned, but never went into production[5] ^ Blocks R2 and S3 ^ Blocks C2 (carrier 2) and C3 (carrier 3) ^ Couples C1 (carrier 1) and S2 ^ Couples C1 (carrier 1) with R2 and S3 ^ Couples R1 with C2 (carrier 2) and C3 (carrier 3) ^ no Lepelletier gear mechanism is applied · shown here to reflect the progress the Lepelletier gear mechanism means ^ inner and outer sun gear of the Ravigneaux planetary gearset are inverted

Problems with this transmission are well known.^{[citation needed]} This transmission locks up the torque converter in all gears, increasing wear. Combined with a sealed transmission pan and "lifetime fluid", some people have experienced catastrophic transmission failure. Owners report shift issues when oil begins breaking down beyond 50K miles, hence shifting issues are common.^{[citation needed]}

There are also problems with the valve block and solenoids^{[citation needed]} When this failure starts to occur, shift quality and speed, torque transfer and even loss of ability to engage gears can occur. These problems led Volkswagen Group to extend the warranty on all of their vehicles equipped with this transmission to 100,000 miles or 10 years.^{[citation needed]}

• BMW X3
• BMW 520i (E60)
• BMW 528i (E60)
• BMW 530i, (E60)
• BMW 630i, (E63)
• BMW 730i/li, (E65/E66)
• BMW 318i, 320i, 325i, 328i, 330i, 335i (E9X), pre-LCI
• BMW 116i, 118i, 120i (E87), pre-LCI, 135i (E82), 118d (E81)
• BMW Z4 E85 LCI, E86 (All models except Z4 M)
• Hyundai Genesis Coupe - 2010-2012 3.8L

The 6HP 19A is a variation of the 6HP 19 for Four-wheel drive applications (Allrad, all wheel).It was used by the Volkswagen Group for some permanent four-wheel drive models.

• Audi (B6) S4 (Typ 8E/8H)
• Audi (B7) A4/S4 (Typ 8E/8H)
• VW Phaeton (All models except 5.0 V10 TDI) (Typ 3D)
• Audi A6 (Typ C6/4F) 3.0 TDI / 3.2 FSI / 3.0 TFSI
• Audi A8 (Typ D3/4E) 3.0 TDI / 3.2 FSI

The 6HP 26 was the initial version and first used by the BMW 7 Series (E65) in 2001. Initially only used by premium brands, it was later available on the 2009 model year V8 Hyundai Genesis.

Several versions of the 6HP 26 are available depending on application and brand: 6HP 26, 6HP 26A and 6HP 26X.

Ford has developed their own versions (Ford 6R 60 and Ford 6R 80) based on the 6HP 26. Therefore, certain Ford vehicles will not be listed.

• 2001–2008 BMW 7 Series (E65)^[7] 735i, 745i, 760i, 730d and 740d
• 2002–2005 Jaguar XK8/XKR (X100)^[8]
• 2003–2012 Aston Martin DB9^[9][10]
• 2003–2010 BMW 5 Series (E60)
• 2003–2010 BMW 6 Series (E63) (Pre-LCI models, 645i / 650i / 635d)
• 2009–2012 Hyundai Genesis Sedan (4.6L V8)
• 2003–2008 Jaguar S-Type
• 2003–2009 Jaguar XJ (X350)
• 2003–2012 Rolls-Royce Phantom
• 2005–2011 BMW 3 Series (E90, E92)
• 2005–2016 Ford Falcon (BF,^[11] FG,^[12] FG X turbocharged inline-six and V8)^[2] Although production of the transmission ended in 2014, Ford retained sufficient inventory to last until end of Falcon production in 2016.^[2]
• 2005–2014 Ford Territory (SY AWD;^[13] SZ petrol)^[14]
• 2006–2010 Jaguar XK/XKR (X150)
• 2007–2019 Maserati GranTurismo
• 2007–2012 Maserati Quattroporte
• 2007–present Rolls-Royce Phantom Drophead Coupé
• 2008–2012 Aston Martin DBS V12^[10]
• 2008–2012 BMW 7 Series (F01), except 740d xDrive, 760i/Li and Hybrid 7
• 2008–2011 Kia Mohave
• 2008–2012 Jaguar XF (X250)
• 2006–2009 Bentley Arnage
• 2008–2011 Bentley Brooklands
• 2010–2014 Aston Martin Rapide^[10]
• 2011 Hyundai Equus
• 2011–2012 Aston Martin Virage
• 2012–2014 Aston Martin Vanquish

The 6HP 26A is a variation of the 6HP 26 for Four-wheel drive applications (Allrad, all wheel). It was used by the Volkswagen Group for some permanent four-wheel drive models and packages a TORSEN type center differential, and open front differential into the transmission assembly.

• 2006-2010 Audi Q7 (Typ 4L) (All models except 6.0 V12 TDI)
• 2003–2009 Audi A8 (D3, Typ 4E)
• 2006–2009 Audi S8 (D3, Typ 4E)
• 2003–2011 Bentley Continental GT
• 2005–2013 Bentley Flying Spur
• Volkswagen Phaeton (5.0 V10 TDI only) (Typ 3D)
• 2006–2011 Audi A6 (Typ C6/4F) 3.0 TDI Audi S6 (C6, Typ 4F)
• 2008–2010 Audi RS6 (C6, Typ 4F)

The 6HP 26X and 6HP 26Z is another variation of the 6HP 26, also for Four-wheel drive applications. This transmission is suitable for 4WDs with a separate transfer box (the "X" stands for external 4WD).

• 2006–2013 Land Rover Range Rover (All with Jaguar type engines or TDV8)
• 2006–2013 Land Rover Range Rover Sport (4.4-litre and 5.0-litre AJV8 models)
• 2005–2009 Land Rover Discovery 3 (LR3 in North America)
• 2010–2013 Land Rover Discovery 4 (LR4 in North America)
• 2007 BMW X3 (E83) 3.0d (some models)
• 2005–2011 BMW 330(x)d xDrive (E90/91)
• 2004–2006 BMW X5 (E53) V8 and 3.0D
• 2007–2013 BMW X5 (E70) (some facelift models use 8HP)
• 2007–2010 BMW 5 series LCI (xdrive)
• 2003-2010 Porsche Cayenne (Typ 9PA)
• 2003-2010 VW Touareg (Typ 7L)

• BMW E65 745d (LCI)

The 6HP 32A is a variation of the 6HP 32 for Four-wheel drive applications (Allrad, all wheel).

• Audi Q7 6.0 V12 TDI

• 2011–2014 Ford Falcon (FG2 turbocharged inline-four, naturally-aspirated inline-six, turbocharged inline-six and supercharge V8)
• 2014–2016 Ford Falcon (FG X turbocharged inline-four, naturally-aspirated inline-six, turbocharged inline-six and supercharged V8 )^[2]
• 2014–2016 Ford Territory (SZ II petrol)^[14]
• 2010–2012 BMW 320d Lci (Thailand) (Engine N47D20)
• 2011–2013 BMW 335i (E9X)
• 2013–2015 BMW X1 (E84) xDrive35i
• 2009 LCI (BMW 528i E60) (Engine: N52B30AE)
• 2014–Present Maxus G10

• 2009–2012 Jaguar XF (X250)
• 2009–2014 Jaguar XK (X150)
• 2010–2012 Jaguar XJ (X351)
• 2009–2013 BMW E90 (LCI 325d, 330d, 335d)
• 2007–2009 BMW E60 (LCI Models: 530d, 535d, 535i, 540i, 550i)
• 2007–2010 BMW E63 (LCI Models: 635d, 650i)
• 2009–2012 BMW F01 (750i)
• 2009–2012 BMW F02 (750Li)

The 6HP 34 was planned for high-output applications. As the successor 8HP was about to be launched and innovations are typically introduced first in the premium segment, the 6HP 34 never went into production.^[5]

• List of ZF transmissions