ZF 4HP transmission

4HP 20 · 4HP 22 · 4HP 24
4HP 14 · 4HP 16 · 4HP 18
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

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]
Gear Model	R	1	2	3	4	Total Span	Span Center	Avg. Step	Compo- nents

4HP 22 Large Engines	−2.086	2.479	1.479	1.000	0.728	3.406	1.344	1.505	3 Gearsets 4 Brakes 3 Clutches
4HP 22 Small Engines	−2.086	2.733	1.562	1.000	0.728	3.754	1.411	1.554	3 Gearsets 4 Brakes 3 Clutches

4HP 14 1984	−2.828	2.412	1.369	1.000	0.739	3.265	1.335	1.483	2 Gearsets 2 Brakes 3 Clutches
4HP 18 1991	−2.882	2.579	1.407	1.000	0.742	3.474	1.384	1.514	2 Gearsets 2 Brakes 3 Clutches

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

Specifications

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

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.

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

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 ${i_{R}}$		1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$
Step^[k]		$-{\tfrac {i_{R}}{i_{1}}}$ ^[l]		${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[m]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$
Δ Step^[n]^[o]					${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$
Shaft Speed		${\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$
Δ Shaft Speed^[p]		$0-{\tfrac {i_{1}}{i_{R}}}$		${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$

4HP 22 Large Engines	380 N⋅m (280 lb⋅ft) 1980	35 73	35 73	31 83	4 3	3.4055 1.3436	1.5045^[k]
Gear Ratio		−2.0857^[l] $-{\tfrac {73}{35}}$		2.4795 ${\tfrac {181}{73}}$	1.4795^[m] ${\tfrac {108}{73}}$	1.0000 ${\tfrac {1}{1}}$	0.7281 ${\tfrac {83}{114}}$
Step		0.8412^[l]		1.0000	1.6759^[m]	1.4795	1.3735
Δ Step^[n]					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

4HP 22 Small Engines	220 N⋅m (162 lb⋅ft) 1980	35 73	41 73	31 83	4 3	3.7539 1.4106	1.5541^[k]
Gear Ratio		−2.0857^[l] $-{\tfrac {73}{35}}$		2.7331 ${\tfrac {6,983}{2,555}}$	1.5616^[m]^[o] ${\tfrac {114}{73}}$	1.0000^[k] ${\tfrac {1}{1}}$	0.7281 ${\tfrac {83}{114}}$
Step		0.7631^[l]		1.0000	1.7501^[m]	1.5616^[k]	1.3735
Δ Step^[n]					1.1207^[o]	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

Ratio		$-{\tfrac {R_{1}}{S_{1}}}$	${\tfrac {S_{1}(S_{2}+R_{2})+R_{1}S_{2}}{S_{1}R_{2}}}$		${\tfrac {S_{2}+R_{2}}{R_{2}}}$	${\tfrac {1}{1}}$	${\tfrac {R_{3}}{S_{3}+R_{3}}}$
Algebra And Actuated Shift Elements
Brake A^[q]					❶
Brake B^[r]		❶		❶
Brake C^[s]					❶	❶	❶
Brake S^[t]							❶
Clutch E^[u]				❶	❶	❶	❶
Clutch F^[v]		❶				❶	❶
Clutch S^[w]		❶		❶	❶	❶

^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts is, if actuated S₁ or R₂ Output shaft is R₃ ^ 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 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 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) ^ ^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 ^d ^e 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 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) ^ 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)

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.

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

Model Type	Version First Delivery	S₁^[e] R₁^[f]	S₂^[g] R₂^[h]	Brakes Clutches	Ratio Span	Gear Step^[i]
Gear Ratio		R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$
Step^[i]		$-{\tfrac {i_{R}}{i_{1}}}$ ^[j]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[k]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$
Δ Step^[l]^[m]				${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$
Shaft Speed		${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$
Δ Shaft Speed^[n]		$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$

4HP 14	1984	34 29^[o]	29 82	2 3	3.2647 1.3348	1.4835^[i]
Gear Ratio		−2.8276^[j] $-{\tfrac {82}{29}}$	2.4118 ${\tfrac {41}{17}}$	1.3688^[k] ${\tfrac {861}{629}}$	1.0000^[n] ${\tfrac {1}{1}}$	0.7281 ${\tfrac {82}{111}}$
Step		1.1724^[j]	1.0000	1.7619^[k]	1.3688	1.3537
Δ Step^[l]				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^[n]	0.8526

4HP 18	FLE 1991	38 34^[o]	34 98	2 3	3.4737 1.3837	1.5145^[i]
Gear Ratio		−2.8824^[j] $-{\tfrac {49}{17}}$	2.5789 ${\tfrac {49}{19}}$	1.4067^[k] ${\tfrac {294}{209}}$	1.0000^[n] ${\tfrac {1}{1}}$	0.7281 ${\tfrac {49}{66}}$
Step		1.1176^[j]	1.0000	1.8333^[k]	1.4067	1.3469
Δ Step^[l]				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^[n]	0.8947

Ratio		$-{\tfrac {R_{2}}{S_{2}}}$	${\tfrac {R_{1}R_{2}}{S_{1}S_{2}}}$	${\tfrac {R_{2}(S_{1}+R_{1})}{S_{1}(S_{2}+R_{2})}}$	${\tfrac {1}{1}}$	${\tfrac {R_{2}}{S_{2}+R_{2}}}$
Algebra And Actuated Shift Elements
Brake A^[p]				❶		❶
Brake B^[q]		❶	❶
Clutch C^[r]			❶	❶	❶
Clutch D^[s]		❶
Clutch E^[t]					❶	❶

^ 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 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 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 ^ ^a ^b ^c ^d 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) ^ ^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 ^d ^e 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) ^ 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 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) ^ ^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) ^ 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

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

References

^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m "ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 4 January 2006. Retrieved 11 February 2006.
^ ^a ^b ^c "BMW E30 3 Series Specifications".
^ ^a ^b ^c ^d ^e ^f ^g ^h "BMW E28 Specifications".
^ "BMW E23 735i user manual, PDF p. 125" (PDF).
^ "South African version BMW E23 745i user manual, PDF p. 117" (PDF).
^ ^a ^b "BMW E34 user manual, 1989, p. 111". Archived from the original on June 29, 2013.
^ ^a ^b ^c "BMW E32 user manual, PDF p. 51" (PDF).
^ ^a ^b "Chevrolet Opala Specifications".
^ ^a ^b "Chevrolet Opala Original table of gear ratios". Archived from the original on May 8, 2014.
^ ^a ^b ^c A. K. Legg, Peugeot 505 Owners Workshop Manual, Haynes Publishing Group, 1989, ISBN 0-85696-762-9, p. 132
^ ^a ^b ^c Octavio Trentini, Reparación y ajuste de automoviles Peugeot 505, Cosmopolita publisher, 1995, ISBN 950-9069-69-8, p. 148, 149
^ ^a ^b ^c ^d ^e Peugeot 505 User manual, Peugeot, 1987, Paris, p. 146, 147
^ Peugeot 505 User manual, Peugeot, 1987, Madrid, p. 109
^ Peugeot 505 User manual, Peugeot, 1987, Madrid, p. 131
^ Volvo 740 User manual, 1985
^ "Volvo 740 User manual, 1986, PDF p. 126, 127" (PDF).
^ Volvo 240-740-760 Essence, Diesel (in French). France: Revue Technique Automobile. pp. 5–6. ISBN 978-2726847947.
^ "Volvo 760 GLE user manual, 1984, PDF p. 110" (PDF).
^ "Peugeot 309 1987 Automatic brochure". Peugeot.
^ "Vraagbaak Volvo 440/460/480 Benzinemodellen" by P.H. Olving, April 2011, ISBN 9789021534091
^ Transmissions Parts catalogue : https://global-uploads.webflow.com/5d4ad27f935075baaeb45f60/5fb67c61d98f56954b343a33_2020.11.18%20APC%20Catalog%20without%20images.pdf
^ 4HP18 FLA Transmission filter : https://www.allomatic.com/transmission-filters/515426

External links

"ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 4 January 2006. Retrieved 11 February 2006.

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

[3] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts is, if actuated S₁ or R₂

Output shaft is R₃

[3] Input and output are on opposite sides

[4] Planetary gearset 1 is on the input (turbine) side

[5] Input shafts is, if actuated S₁ or R₂

[6] Output shaft is R₃

[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

[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

[5] 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

[6] 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

[7] Sun 1: sun gear of gearset 1

[8] Ring 1: ring gear of gearset 1

[9] Sun 2: sun gear of gearset 2

[10] Ring 2: ring gear of gearset 2

[11] Sun 3: sun gear of gearset 3

[12] Ring 3: ring gear of gearset 3

[50:50-13] ^ ^a ^b ^c ^d ^e ^f 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)

[31] With steadily decreasing gear steps (yellow highlighted line Step)

[32] rticularly 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

[33] the lower half of the gear steps (between the small gears; rounded down, here the first 1) is always larger

[34] the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

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

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

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

[R:1-14] 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)

[39] 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

[40] rment when maneuvering

[41] specially when towing a trailer

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

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

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

[45] Above this is unsatisfactory (bold)

[1:2-15] 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)

[47] With continuously decreasing gear steps (yellow marked line Step)

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

a smooth gear shift

[49] r a good speed connection and

[50] smooth gear shift

[51] 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)

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

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

[54] Above is unsatisfactory (bold)

[LS-16] From large to small gears (from right to left)

[step-17] 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)

[57] 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

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

[59] As progressive as possible: Δ Step is always greater than the previous step

[60] Not progressively increasing is acceptable (red)

[61] Not increasing is unsatisfactory (bold)

[speed-18] 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)

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

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

[65] 1 difference smaller than the previous one is acceptable (red)

[66] 2 consecutive ones are a waste of possible ratios (bold)

[19] Blocks S₁

[20] Blocks C₁ (the carrier of gearset 1)

[21] Blocks S₂

[22] Blocks S₃ (S: german "schnell" for fast)

[23] Couples R₂ with the turbine

[24] Couples S₁ with the turbine

[25] Couples S₃ with C₃ (the carrier of gearset 3 · S: german "schnell" for fast)

[26] 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

[75] Input and output are on opposite sides

[76] Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side

[77] Input shafts is, if actuated S₁, R₂ or C₁ and C₂ (the common Ravigneaux carrier 1 + 2)

[78] Output shaft is R₂ (the ring gear of the outer Ravigneaux gearset

[27] 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

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

[81] 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

[82] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[85] r when towing a trailer

[28] 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

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

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

[89] Together with the final drive ratio

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

[29] 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

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

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

shifting comfort increases

[94] the gears connect better to each other

[95] shifting comfort increases

[30] Sun 1: sun gear of gearset 1: inner Ravigneaux gearset

[31] Ring 1: ring gear of gearset 1: inner Ravigneaux gearset

[32] Sun 2: sun gear of gearset 2: outer Ravigneaux gearset

[33] Ring 2: ring gear of gearset 2: outer Ravigneaux gearset

[50:50-34] 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)

[101] With steadily decreasing gear steps (yellow highlighted line Step)

[102] rticularly 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

[103] the lower half of the gear steps (between the small gears; rounded down, here the first 1) is always larger

[104] the upper half of the gear steps (between the large gears; rounded up, here the last 2) is always smaller

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

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

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

[R:1-35] 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)

[109] 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

[110] rment when maneuvering

[111] specially when towing a trailer

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

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

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

[115] Above this is unsatisfactory (bold)

[1:2-36] 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)

[117] With continuously decreasing gear steps (yellow marked line Step)

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

a smooth gear shift

[119] r a good speed connection and

[120] smooth gear shift

[121] 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)

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

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

[124] Above is unsatisfactory (bold)

[LS-37] From large to small gears (from right to left)

[step-38] 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)

[127] 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

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

[129] As progressive as possible: Δ Step is always greater than the previous step

[130] Not progressively increasing is acceptable (red)

[131] Not increasing is unsatisfactory (bold)

[speed-39] 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)

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

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

[135] 1 difference smaller than the previous one is acceptable (red)

[136] 2 consecutive ones are a waste of possible ratios (bold)

[inverted-40] r and outer sun gears of the Ravigneaux planetary gearset are inverted

[41] Blocks R₁ (ring gear of the inner Ravigneaux gearset) and S₂ (sun gear of the outer Ravigneaux gearset)

[42] Blocks C₁ and C₂ (the common Ravigneaux carrier 1 + 2)

[43] Couples S₁ (sun gear of the inner Ravigneaux gearset) with the turbine

[44] Couples S₂ (sun gear of the outer Ravigneaux gearset) with the turbine

[45] Couples C₁ and C₂ (the common Ravigneaux carrier 1 + 2) with the turbine

[zf-chart-2] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m "ZF North America Application Chart (automatic)" (PDF). ZF-Group.com. Archived from the original (PDF) on 4 January 2006. Retrieved 11 February 2006.

[E30-46] "BMW E30 3 Series Specifications".

[E28-47] ^ ^a ^b ^c ^d ^e ^f ^g ^h "BMW E28 Specifications".

[E23-1-48] "BMW E23 735i user manual, PDF p. 125" (PDF).

[E23-2-49] "South African version BMW E23 745i user manual, PDF p. 117" (PDF).

[E34-50] "BMW E34 user manual, 1989, p. 111". Archived from the original on June 29, 2013.

[E32-51] "BMW E32 user manual, PDF p. 51" (PDF).

[Opala1-52] "Chevrolet Opala Specifications".

[Opala2-53] "Chevrolet Opala Original table of gear ratios". Archived from the original on May 8, 2014.

[505-1-54] A. K. Legg, Peugeot 505 Owners Workshop Manual, Haynes Publishing Group, 1989, ISBN 0-85696-762-9, p. 132

[505-2-55] Octavio Trentini, Reparación y ajuste de automoviles Peugeot 505, Cosmopolita publisher, 1995, ISBN 950-9069-69-8, p. 148, 149

[505-3-56] Peugeot 505 User manual, Peugeot, 1987, Paris, p. 146, 147

[505-4-57] Peugeot 505 User manual, Peugeot, 1987, Madrid, p. 109

[505-5-58] Peugeot 505 User manual, Peugeot, 1987, Madrid, p. 131

[740-1-59] Volvo 740 User manual, 1985

[740-2-60] "Volvo 740 User manual, 1986, PDF p. 126, 127" (PDF).

[61] Volvo 240-740-760 Essence, Diesel (in French). France: Revue Technique Automobile. pp. 5–6. ISBN 978-2726847947.

[760-1-62] "Volvo 760 GLE user manual, 1984, PDF p. 110" (PDF).

[63] "Peugeot 309 1987 Automatic brochure". Peugeot.

[64] "Vraagbaak Volvo 440/460/480 Benzinemodellen" by P.H. Olving, April 2011, ISBN 9789021534091

[65] Transmissions Parts catalogue : https://global-uploads.webflow.com/5d4ad27f935075baaeb45f60/5fb67c61d98f56954b343a33_2020.11.18%20APC%20Catalog%20without%20images.pdf

[66] 4HP18 FLA Transmission filter : https://www.allomatic.com/transmission-filters/515426

[a]

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[o]

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Specifications

Nomenclature

1980: Simpson Planetary Gearset Types

1984: Ravigneaux Planetary Gearset Types

Applications

1980: Simpson Planetary Gearset Types

4HP 20

4HP 22

4HP 22EH

4HP 22HL

4HP 24

4HP 24A

1984: Ravigneaux Planetary Gearset Types

4HP 14

4HP 16

4HP 18FL

4HP 18FLA · Audi Quattro 4x4

4HP 18FLE · Audi FWD

4HP 18Q

4HP 18QE

4HP 18EH

See also

References

External links