ZF 9HP transmission

ZF 9HP
ZF 9HP
Overview
Manufacturer	ZF Friedrichshafen
Production	2013–present
Assembly	Gray Court, South Carolina,United States
Body and chassis
Class	9-speedtransverseautomatic transmission
Related	Aisin-Toyota 8-speed·ZF 8HP
Chronology
Predecessor	ZF 4HP

9HPis thetrademarkname for theZF Friedrichshafen9-speedautomatic transmissionmodels (9-speed transmission withHydraulic converter andPlanetary gearsets) fortransverse engineapplications, designed by ZF's subsidiary inSaarbrückenand built inGray Court, South Carolina.^[1]It is used infront-wheel driveandall-wheel drivevehicles.

The 9HP is the world's first 9-speed automatic transmission for passenger cars.Land RoverandJeeplaunched it at the 2013Geneva Motor Show.^[2]The2014 Jeep Cherokeethen was the first car with this transmission delivered to customers.

Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	7	8	9	Total Span	Span Center	Avg. Step	Compo- nents

9HP 48 · 2013 9HP 28 · 2013	−3.805	4.700	2.842	1.909	1.382	1.000	0.808	0.699	0.580	0.479	9.808	1.501	1.330	4 Gearsets 3 Brakes 3 Clutches

^Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

Specifications

Basic Concept

The 9HP is only 0.24 inches (6 mm) longer than, and weighs 16.5 lbs (7.5 kg) less than, the outgoing six-speed transmission. The compact packaging is achieved by using a number of innovative design features: a new compact hydraulic vane-type pump, two patenteddog clutches,^[3]which replace bulkier conventional clutch packs, and a nested gear set.^[2]ZF claims that it is able to save an average of 16% in fuel compared with current 6-speed automatic transmissions. The gear ratio spread is 9.81:1. The transmission has a torque range between 207lb⋅ft(280N⋅m) and 354lb⋅ft(480N⋅m).^[1]

Gear Ratios
With Assessment				Planetary Gearset: Teeth^[a]				Count	Total^[b] Center^[c]	Avg.^[d]

Model Type	Version First Delivery · Weight			S₄^[e] R₄^[f]	S₃^[g] R₃^[h]	S₂^[i] R₂^[j]	S₁^[k] R₁^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$	7 ${i_{7}}$	8 ${i_{8}}$	9 ${i_{9}}$
Step^[m]	$-{\tfrac {i_{R}}{i_{1}}}$ ^[n]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[o]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{8}}{i_{9}}}$
Δ Step^[p]^[q]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{9}}}$
Δ Shaft Speed^[r]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$

9HP 28 9HP 48	280 Nm^[s]· 2013 · 78kg(172lb) 480 Nm^[t]· 2013 · 86kg(190lb)			42 110	42 110	91 133	42 86	3^[u] 3^[v]	9.8085 1.5007	1.3303^[m]
Gear Ratio	−3.8049^[n] $-{\tfrac {3,142,144}{825,825}}$	4.7001 ${\tfrac {184,832}{39,325}}$	2.8419 ${\tfrac {369,664}{130,075}}$	1.9094 ${\tfrac {5,776}{3,025}}$	1.3818^[q] ${\tfrac {76}{55}}$	1.0000 ${\tfrac {1}{1}}$	0.8081^[r] ${\tfrac {34,048}{42,133}}$	0.6995^[q]^[r] ${\tfrac {6,272}{8,967}}$	0.5802^[q] ${\tfrac {76}{131}}$	0.4792 ${\tfrac {2,176}{4,541}}$
Step	0.8095^[n]	1.0000	1.6538	1.4884	1.3818	1.3818	1.2375	1.1553	1.2056	1.2107
Δ Step^[p]			1.1112	1.0771	1.0000^[q]	1.1167	1.0711	0.9583^[q]	0.9958^[q]
Speed	-1.2353	1.0000	1.6538	2.4615	3.4014	4.7001	5.5816	6.7197	8.1015	9.8085
Δ Speed	1.2353	1.0000	0.6538	0.8077	0.9399	1.2987	1.1161^[r]	0.9035^[r]	1.3818	1.7066

Ratio R & Even	${\tfrac {(S_{1}S_{2}-R_{1}R_{2})(S_{3}+R_{3})(S_{4}+R_{4})}{S_{1}S_{2}R_{3}R_{4}}}$		${\tfrac {(S_{1}+R_{1})(S_{3}+R_{3})(S_{4}+R_{4})}{R_{1}R_{3}R_{4}}}$		${\tfrac {S_{4}+R_{4}}{R_{4}}}$	${\tfrac {S_{3}(S_{1}+R_{1})(S_{4}+R_{4})}{S_{3}(S_{1}+R_{1})(S_{4}+R_{4})+S_{1}R_{3}S_{4}}}$		$i_{8}={\tfrac {S_{3}(S_{4}+R_{4})}{S_{4}(S_{3}+R_{3})+S_{3}R_{4}}}$
Ratio Odd	${\tfrac {(S_{2}+R_{2})(S_{3}+R_{3})(S_{4}+R_{4})}{S_{2}R_{3}R_{4}}}$		$i_{3}={\tfrac {(S_{3}+R_{3})(S_{4}+R_{4})}{R_{3}R_{4}}}$		$i_{5}={\tfrac {1}{1}}$	${\tfrac {S_{3}(S_{2}+R_{2})(S_{4}+R_{4})}{S_{3}(S_{2}+R_{2})(S_{4}+R_{4})+R_{2}R_{3}S_{4}}}$		${\tfrac {S_{3}(R_{1}R_{2}-S_{1}S_{2})(S4+R_{4})}{S_{3}(R_{1}R_{2}-S_{1}S_{2})(S_{4}+R_{4})+R_{1}R_{2}R_{3}S_{4}}}$
Algebra And Actuated Shift Elements^[w]
Brake A^[x]	❶	❶	❶	❶	❶
Brake C^[y]			❶				❶		❶
Brake D^[z]	❶	❶						❶	❶	❶
Clutch B^[aa]	❶			❶		❶				❶
Clutch E^[ab]					❶	❶	❶	❶	❶	❶
Clutch F^[ac]		❶	❶	❶	❶	❶	❶	❶

^Layout Input and output are on the same side Planetary gearset 4 is on the input (turbine) side Input shafts are, if actuated,S₁,R₁+ S₃,andC₃(planetary gear carrier of gearset 1) + R₄ Output shaft isC₄(planetary gear carrier of gearset 4) ^Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ 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 $(i_{n}i_{1})^{\tfrac {1}{2}}$ 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 $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ^Sun 4: sun gear of gearset 4 ^Ring 4: ring gear of gearset 4 ^Sun 3: sun gear of gearset 3 ^Ring 3: ring gear of gearset 3 ^Sun 2: sun gear of gearset 2 ^Ring 2: ring gear of gearset 2 ^Sun 1: sun gear of gearset 1 ^Ring 1: ring gear of gearset 1 ^^a ^b ^cStandard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted lineStep) and a particularly large step from 1st to 2nd gear thelower half of the gear steps(between the small gears; rounded down, here the first 4)is always larger and theupper half of the gear steps(between the large gears; rounded up, here the last 4)is always smaller than the average gear step(cell highlighted yellow two rows above on the far right) lower half:smaller gear steps are a waste of possible ratios (red bold) upper half:larger gear steps are unsatisfactory (red bold) ^^a ^b ^cStandard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ^Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked lineStep) thelargest 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 ^bFrom large to small gears (from right to left) ^^a ^b ^c ^d ^e ^f ^gStandard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase:Δ Step (first green highlighted lineΔ Step) is always greater than 1 Asprogressiveas 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 ^eStandard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase:Δ Shaft Speed (second line marked in greenΔ (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) ^280N⋅m(207lb⋅ft) for both gasoline and diesel^[1] ^450N⋅m(332lb⋅ft) for gasoline 480N⋅m(354lb⋅ft) for diesel^[1] ^Thereof 1 dog break^[3] ^Thereof 1 dog clutch^[3] ^Permanentlycoupled elements C₁,C₂,andR₃ S₃andS₄ C₃andR₄ ^Dog brake blocksS₃andS₄ ^BlocksS₁ ^BlocksR₂ ^CouplesS₁with input shaft ^CouplesC₃(carrier 3) andR₄with input shaft ^Dog clutch couplesR₁andS₂with input shaft

How It Works

An Animated Drive Line Schematic & A Rotational Speeds Nomogram

These ordinates are positioned on the abscissa in strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, the output ratios on the ordinateC₄(carrier of planetary gearset 4) follows closely to those of the actual transmission. Note that elements A and F are labelled swapped (cf. legend below).

Nomogram

Concentric Planetary gearset-Simpson Planetary gearset

▶️ Interactive Nomogram

This interactivenomogramis a real geometric calculator exactly representing the rotational speeds of the transmission's3x4 = 12internal shafts for each of its9ratios (+reverse), grouped according to their5 permanentcoupling on4 jointordinates and3 independentordinates. These ordinates are positioned on theabscissain strict accordance with the proportions of the sun gears' teeth numbers relative to those of their rings. Consequently, theoutputratios on the6th ordinate(carrier of the fourth planetary gearset) follows closely those of the actual transmission. This advantageous geometric construction sets us free fromRobert Willis' famous and tedious formula,^[4]because all calculations are exclusively determined by lengths ratios, respectively teeth numbers on theabscissafor the 4 epicyclic ratios, and of rotational speeds on the6th ordinatefor the 10 gear ratios.

Legend

A:Dog brake (blocksS₃andS₄)
C:Brake (blocksS₁)
D:Brake (blocksR₂)
B:Clutch (couplesS₁with input shaft)
E:Clutch (couplesC₃(carrier 3) andR₄with input shaft)
F:Dog clutch (couplesR₁andS₂with input shaft)

Applications

Acura

TLX(V6 models, 2015–2020)
MDX(2016–2020, non-hybrid models)

Alfa Romeo

Tonale2.0T engine

Chrysler

200
Pacificaminivan (gasoline version)
Voyager

Dodge

Hornet(2023–, 2.0L turbo)
Rampage

FIAT

Dobló/RAM Promaster City(2015–2022)
500C
Toro
Ducato(2020–)

MG

MG 7(2023–)

Opel/Vauxhall

Astra(2020; Diesel Engine)
Insignia(2020; Diesel Engine)

Honda

CR-V^[5](diesel, 2015–2022)
Pilot(2016–2020 optional, 2021 standard on all trims)
Avancier/UR-V(2016–, 2.0L turbo)
Odyssey(2018–19 [standard, 10-speed automatic optional])
Passport(2019–)
Ridgeline(2020–)
Civic(diesel, 2018–2022)

Infiniti

QX60(2022–)

Jeep

Ram Trucks

ProMaster City
ProMaster(2022–)

Land Rover

Jaguar

E-Pace

Nissan

Pathfinder^[7](2022–)

Technical imperfections

The transmission has been problematic, as customers of Jeep, Chrysler, and Acura models equipped with the transmission have experienced problems in their vehicles regarding slow shifting and noisy operation. ZF has said this is due to software problems, not mechanical issues.^[8]

Chrysler issued Technical Service Bulletins (TSB) for the 2014Jeep Cherokeeto "fix rough and delayed gearshifts", and Acura has issued transmission-related recalls for the 2015Acura TLX.^[9]^[10]

Production

Production of the 9HP started in 2013 at ZF's Gray Court facility inLaurens, South Carolina.400,000 units are produced per year.^[11]

Production of the 9HP for Fiat and Chrysler vehicles began in May 2013 at Indiana Transmission Plant I (ITPI), followed by Tipton Transmission Plant in Tipton County, Indiana in May 2014.^[12]

References

[3] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[5] Layout
Input and output are on the same side

Planetary gearset 4 is on the input (turbine) side

Input shafts are, if actuated,S₁,R₁+ S₃,andC₃(planetary gear carrier of gearset 1) + R₄

Output shaft isC₄(planetary gear carrier of gearset 4)

[3] Input and output are on the same side

[4] Planetary gearset 4 is on the input (turbine) side

[5] Input shafts are, if actuated,S₁,R₁+ S₃,andC₃(planetary gear carrier of gearset 1) + R₄

[6] Output shaft isC₄(planetary gear carrier of gearset 4)

[6] Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
${\tfrac {i_{n}}{i_{1}}}$

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

[8] ${\tfrac {i_{n}}{i_{1}}}$

[9] 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

[10] wnspeeding when driving outside the city limits

[11] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[12] when driving over mountain passes or off-road

[13] r when towing a trailer

[7] Ratio Span's Center
$(i_{n}i_{1})^{\tfrac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[15] $(i_{n}i_{1})^{\tfrac {1}{2}}$

[16] The center indicates the speed level of the transmission

[17] Together with the final drive ratio

[18] t gives the shaft speed level of the vehicle

[8] Average Gear Step
$({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[20] $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

[21] With decreasing step width
the gears connect better to each other

shifting comfort increases

[22] the gears connect better to each other

[23] shifting comfort increases

[9] Sun 4: sun gear of gearset 4

[10] Ring 4: ring gear of gearset 4

[11] Sun 3: sun gear of gearset 3

[12] Ring 3: ring gear of gearset 3

[13] Sun 2: sun gear of gearset 2

[14] Ring 2: ring gear of gearset 2

[15] Sun 1: sun gear of gearset 1

[16] Ring 1: ring gear of gearset 1

[50:50-17] Standard 50:50
— 50 % Is Above And 50 % Is Below The Average Gear Step —
With steadily decreasing gear steps (yellow highlighted lineStep)

and a particularly large step from 1st to 2nd gear
thelower half of the gear steps(between the small gears; rounded down, here the first 4)is always larger

and theupper half of the gear steps(between the large gears; rounded up, here the last 4)is always smaller

than the average gear step(cell highlighted yellow two rows above on the far right)

lower half:smaller gear steps are a waste of possible ratios (red bold)

upper half:larger gear steps are unsatisfactory (red bold)

[33] With steadily decreasing gear steps (yellow highlighted lineStep)

[34] rticularly large step from 1st to 2nd gear
thelower half of the gear steps(between the small gears; rounded down, here the first 4)is always larger

and theupper half of the gear steps(between the large gears; rounded up, here the last 4)is always smaller

[35] thelower half of the gear steps(between the small gears; rounded down, here the first 4)is always larger

[36] theupper half of the gear steps(between the large gears; rounded up, here the last 4)is always smaller

[37] than the average gear step(cell highlighted yellow two rows above on the far right)

[38] wer half:smaller gear steps are a waste of possible ratios (red bold)

[39] upper half:larger gear steps are unsatisfactory (red bold)

[R:1-18] 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)

[41] 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

[42] rment when maneuvering

[43] specially when towing a trailer

[44] torque converter can only partially compensate for this deficiency

[45] Plus 11.11 % minus 10 % compared to 1st gear is good

[46] Plus 25 % minus 20 % is acceptable (red)

[47] Above this is unsatisfactory (bold)

[1:2-19] Standard 1:2
— Gear Step 1st To 2nd Gear As Small As Possible —
With continuously decreasing gear steps (yellow marked lineStep)

thelargest 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)

[49] With continuously decreasing gear steps (yellow marked lineStep)

[50] thelargest gear step is the one from 1st to 2nd gear,which
for a good speed connection and

a smooth gear shift

[51] r a good speed connection and

[52] smooth gear shift

[53] ust 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)

[54] A gear ratio of up to 1.6667:1 (5:3) is good

[55] Up to 1.7500:1 (7:4) is acceptable (red)

[56] Above is unsatisfactory (bold)

[LS-20] From large to small gears (from right to left)

[step-21] ^^a ^b ^c ^d ^e ^f ^gStandard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase:Δ Step (first green highlighted lineΔ Step) is always greater than 1

Asprogressiveas possible: Δ Step is always greater than the previous step

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

[59] Gear steps should
increase:Δ Step (first green highlighted lineΔ Step) is always greater than 1

Asprogressiveas possible: Δ Step is always greater than the previous step

[60] increase:Δ Step (first green highlighted lineΔ Step) is always greater than 1

[61] Asprogressiveas possible: Δ Step is always greater than the previous step

[62] Not progressively increasing is acceptable (red)

[63] Not increasing is unsatisfactory (bold)

[speed-22] 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 greenΔ (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)

[65] Shaft speed differences should
increase:Δ Shaft Speed (second line marked in greenΔ (Shaft) Speed) is always greater than the previous one

[66] increase:Δ Shaft Speed (second line marked in greenΔ (Shaft) Speed) is always greater than the previous one

[67] 1 difference smaller than the previous one is acceptable (red)

[68] 2 consecutive ones are a waste of possible ratios (bold)

[23] 280N⋅m(207lb⋅ft) for both gasoline and diesel^[1]

[24] 450N⋅m(332lb⋅ft) for gasoline
480N⋅m(354lb⋅ft) for diesel^[1]

[25] Thereof 1 dog break^[3]

[26] Thereof 1 dog clutch^[3]

[27] Permanentlycoupled elements
C₁,C₂,andR₃

S₃andS₄

C₃andR₄

[74] C₁,C₂,andR₃

[75] S₃andS₄

[76] C₃andR₄

[28] Dog brake blocksS₃andS₄

[29] BlocksS₁

[30] BlocksR₂

[31] CouplesS₁with input shaft

[32] CouplesC₃(carrier 3) andR₄with input shaft

[33] Dog clutch couplesR₁andS₂with input shaft

[press_releases-1] "ZF Develops 9-Speed Automatic Transmission for Passenger Cars".

[The_Car_Addict-2] "Land Rover uses the 9-speed automatic transmission by ZF".

[dog-4] ZF’s 9-Speed 9HP Transmission Puts Dog Clutches On The Leash

[34] Robert Willis (1841)."Principles of mechanism"(PDF).Retrieved2024-11-04.

[35] "HONDA British-built CR-V refreshed for 2015".

[36] "World Premiere in Geneva: Land Rover installs the world's first 9-speed automatic passenger car transmission from ZF".

[37] "2022 Nissan Pathfinder Adds New Features and Ditches the CVT".4 February 2021.

[Car_and_Driver-38] "Holy Shift ZF 9 Speed Automatic Problems Mount Chrysler Releases Third Software Update for Jeep Cherokee".4 February 2015.

[CDblog-39] "Short Shirt Jeep Cherokee 9 Speed Automatic Gets Second Update for Rough Shifting".

[complaints-40] "Acura TLX Shifting Problems".

[41] "Spotted: ZF testing the 9HP Hybrid transmission".

[42] Chrysler Group Dedicates New Plant and Launches Nine-Speed Production in Tipton, Ind.

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