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General Motors produced multiple-turbine torque converter transmissions from 1954 to 1961, including the Twin-Turbine Dynaflow and triple-turbine Turboglide, which shifted within the torque converter rather than through pressure valves. By the late 1960s, most fluid-coupling multi-speed transmissions had been replaced with more efficient 3-speed units incorporating lock-up torque converters to improve fuel economy. As computer control replaced mechanical systems, transmissions adopted solenoid-controlled shifting for more precise shifting and adaptation to individual driving styles. Automakers have increasingly added gears, with ZF Friedrichshafen introducing the first 6-speed in 2002 and Mercedes-Benz debuting the first 7-speed
General Motors produced multiple-turbine torque converter transmissions from 1954 to 1961, including the Twin-Turbine Dynaflow and triple-turbine Turboglide, which shifted within the torque converter rather than through pressure valves. By the late 1960s, most fluid-coupling multi-speed transmissions had been replaced with more efficient 3-speed units incorporating lock-up torque converters to improve fuel economy. As computer control replaced mechanical systems, transmissions adopted solenoid-controlled shifting for more precise shifting and adaptation to individual driving styles. Automakers have increasingly added gears, with ZF Friedrichshafen introducing the first 6-speed in 2002 and Mercedes-Benz debuting the first 7-speed
General Motors produced multiple-turbine torque converter transmissions from 1954 to 1961, including the Twin-Turbine Dynaflow and triple-turbine Turboglide, which shifted within the torque converter rather than through pressure valves. By the late 1960s, most fluid-coupling multi-speed transmissions had been replaced with more efficient 3-speed units incorporating lock-up torque converters to improve fuel economy. As computer control replaced mechanical systems, transmissions adopted solenoid-controlled shifting for more precise shifting and adaptation to individual driving styles. Automakers have increasingly added gears, with ZF Friedrichshafen introducing the first 6-speed in 2002 and Mercedes-Benz debuting the first 7-speed
General Motors produced multiple-turbine torque converters from 1954 to 1961.
These included the
Twin-Turbine Dynaflow and the triple-turbine Turboglide transmissions. The shifting took place in the torque converter, rather than through pressure valves and changes in planetary gear connections. Each turbine was connected to the drive shaft through a different gear train. These phased from one ratio to another according to demand, rather than shifting. The Turboglide actually had two speed ratios in reverse, with one of the turbines rotating backwards. By the late 1960s, most of the fluid-coupling four-speed and two-speed transmissions had disappeared in favor of three-speed units with torque converters. Also around this time, whale oil was removed from automatic transmission fluid.[4] By the early 1980s, these were being supplemented and eventually replaced by overdrive-equipped transmissions providing four or more forward speeds. Many transmissions also adopted the lock-up torque converter (a mechanical clutch locking the torque converter pump and turbine together to eliminate slip at cruising speed) to improve fuel economy. As computerized engine control units (ECUs) became more capable, much of the logic built into the transmission's valve body was offloaded to the ECU. Some manufacturers use a separate computer dedicated to the transmission called a transmission control unit (TCU), also known as the transmission control module (TCM), which share information with the engine management computer. In this case, solenoids turned on and off by the computer control shift patterns and gear ratios, rather than the spring-loaded valves in the valve body. This allows for more precise control of shift points, shift quality, lower shift times, and (on some newer cars) semi-automatic control, where the driver tells the computer when to shift. The result is an impressive combination of efficiency and smoothness. Some computers even identify the driver's style and adapt to best suit it. ZF Friedrichshafen and BMW were responsible for introducing the first six-speed (the ZF 6HP26 in the 2002 BMW E65 7-Series). Mercedes-Benz's 7G-Tronic was the first seven-speed in 2003, with Toyota introducing an eight-speed in 2007 on the Lexus LS 460. Derived from the 7G- Tronic, Mercedes-Benz unveiled a semi-automatic transmission with the torque converter replaced with a wet multi clutch called the AMG SPEEDSHIFT MCT.[5] The 2014 Jeep Cherokee has the world's first nine-speed automatic transmission for a passenger vehicle to market.