Aisin–Toyota 8-speed automatic transmission

AA 80E/F · AE 80E/F · AL 80E/F
TR-80SD · TR-81SD · TR-82SD
AW F8 F35 · AW F8 F45
AA 80E/F · AE 80E/F · AL 80E/F; TR-80SD · TR-81SD · TR-82SD; AW F8 F35 · AW F8 F45
	Cutaway of an AW F8 F35
Overview
Manufacturer	Toyota · Aisin AW
Also called	BMW/Mini GA 8F 22AW; Volvo TG-81SC/SD; GM AW F8 F45 & AF50-8; VW AQ 450; PSA EAT8
Production	2006–present
Body and chassis
Class	8-speed automatic transmission
Related	ZF 8HP · GM 8L · ZF 9HP
Chronology
Predecessor	AWTF-80 SC transmission

Aisin and Toyota offer various 8-speed automatic transmissions for use in both longitudinal^[a]^[1] and transverse^[b]^[2] engine vehicles, based on a common, globally patented gearset concept.^[a]^[1]^[b]^[2]

The Aisin TL-80SN (Toyota AA 80E/AA 80F/AA 81E) series is the world's first 8-speed automatic transmission for passenger cars.^[3] It is designed for longitudinal engines^[a]^[1] and was first used in the 2007 model year Lexus LS 460.^[4]

Beginning with the AW F8 transmission Aisin and Toyota derived a transverse engine variant^[b]^[2] by adapting this globally patented gearset concept to fit into the same space as the previous generation U6xx Lepelletier gear mechanism-based 6-speed transmissions to increase the overall ratio spread, reduce gear steps, and increase the torque capacity for transverse engine vehicles as well.^[5]

The Aisin AW F8 F45 (Toyota UA 80E/UA 80F) series is the world's first 8-speed automatic transmission designed for use in transverse engine^[b]^[2] applications.^[6] It is also called EAT8 (PSA), GA 8F 22AW (BMW/Mini), TG-81SC (Volvo),^[7] AF50-8 (Opel/Vauxhall),^[8] AW F8 F45 (Cadillac),^[9] and AQ 450 (Volkswagen Group).^[10]

Toyota’s marketing name for the transmission is "Direct Shift – 8AT 8-speed automatic transmission".^[11]^[12] In contrast to the UB 80E/F transmission, which was developed by Aisin AW for Toyota, the UA 80E/F was developed in a joint venture between Toyota and Aisin AW and rated for 380 N⋅m (280 lb⋅ft).^[13] Due to its worldwide application, development was carried out in a global manner involving R&D resources in Japan and the US. The Aisin AW F8 F35 (Toyota UB 80E/F) transmissions are used for lower torque applications, such as 4-cylinder engines, and rated for 280 N⋅m (207 lb⋅ft).^[13]^[14]

Gear Ratios^[c]
Aisin	Toyota	First Delivery	Gear										Total Span			Avg. Step	Components
Aisin	Toyota	First Delivery	R2^[d]	R1	1	2	3	4	5	6	7	8	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	Total	per Gear^[e]

Longitudinal engines^[a]^[1]																	3 Gearsets 2 Brakes 4 Clutches	1.125
TL-80SN	AA 80E/F	2006	−2.176	−4.056	4.597	2.724	1.864	1.464	1.231	1.000	0.824	0.685	6.709	5.920	1.775	1.312
—	AB 80E/F	2015	−2.053	−3.786	4.796	2.811	1.844	1.429	1.214	1.000	0.818	0.672	7.132	5.630	1.796	1.324
TR-80SD	AE 80E/F	2010	−2.053	−3.825	4.845	2.8404	1.864	1.4369	1.217	1.000	0.816	0.672	7.206	5.689	1.805	1.326
TR-81SD	—	2010	−2.182	−4.066	4.970	2.8398	1.864	1.4370	1.210	1.000	0.825	0.686	7.247	5.930	1.846	1.327
TR-82SD	—	2010	−2.182	−4.024	4.919	2.811	1.844	1.429	1.207	1.000	0.827	0.686	7.173	5.869	1.836	1.325
—	AL 80E/F	2023	−1.870	−3.646	4.413	2.808	1.950	1.511	1.274	1.000	0.793	0.652	6.774	5.596	1.696	1.314
Transverse engines^[b]^[2]
AW F8 F45	UA 80E/F	2016	−2.059	−4.221	5.519	3.184	2.050	1.492	1.235	1.000	0.801	0.673	8.200	6.271	1.927	1.351
AW F8 F35	UB 80E/F	2016	−2.059	−4.015	5.250	3.029	1.950	1.457	1.221	1.000	0.809	0.673	7.800	5.965	1.880	1.341
TG-80LS	UB 80E/F	2017	−2.053	−4.003	5.070	2.972	1.950	1.4698	1.231	1.000	0.808	0.672	7.540	5.953	1.846	1.335
TBD	TBD	TBD	−2.182	−4.255	5.200	2.971	1.950	1.4700	1.224	1.000	0.817	0.686	7.583	6.205	1.888	1.336

^ ^a ^b ^c ^d See also Toyota A transmission ^ ^a ^b ^c ^d ^e See also Toyota U transmission ^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ^ Logically, the gearset concept (layout) provides for this 2nd reverse gear, but it will most likely not be used in the transmissions that the car manufacturers eventually bring to market. In some data sheets, the gear ratio of R2 is given, presumably a careless error^[1]^[15]^[16] ^ Forward gears only

Specifications

Combined Parallel and Serial Coupled Gearset Concept For More Gears And Improved Cost-Effectiveness

The main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding).

Smaller parts and a hydraulic circuit with fewer components allow the transmission to maintain the same size as the previous LS 430's 6-speed transmission. The aluminum die-cast case is 10% lighter, yet 30% more rigid, even with two additional gears and a 22% greater torque capacity. The new transmission weighs 95 kg (209 lb) or 10% more than the previous unit. With new micro-laser technology gear tooth production tolerances have been reduced by 50%. Aluminum has also replaced steel on gear tooth surfaces. Shift times are as low as 0.35 seconds or 41% faster than the previous LS 430's unit.

The Lexus IS F and LS 460 (with sport package) use Sport Direct Shift (SPDS) which allows for faster shift times. The torque converter can lockup from 2nd to 8th gears.

Gearset Concept: Cost-Effectiveness^[a]
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Input: Main Components
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

8-Speed Ref. Object	$n_{O 1}$ $n_{O 2}$	Topic^[b]	$n_{I} = n_{G} +$ $n_{B} + n_{C}$	$n_{G 1}$ $n_{G 2}$	$n_{B 1}$ $n_{B 2}$	$n_{C 1}$ $n_{C 2}$
Δ Number	$n_{O 1} - n_{O 2}$	Topic^[b]	$n_{I 1} - n_{I 2}$	$n_{G 1} - n_{G 2}$	$n_{B 1} - n_{B 2}$	$n_{C 1} - n_{C 2}$
Relative Δ	Δ Output $\frac{n_{O 1} - n_{O 2}}{n_{O 2}}$	$\frac{n_{O 1} - n_{O 2}}{n_{O 2}} : \frac{n_{I 1} - n_{I 2}}{n_{I 2}}$ $= \frac{n_{O 1} - n_{O 2}}{n_{O 2}} \cdot \frac{n_{I 2}}{n_{I 1} - n_{I 2}}$	Δ Input $\frac{n_{I 1} - n_{I 2}}{n_{I 2}}$	$\frac{n_{G 1} - n_{G 2}}{n_{G 2}}$	$\frac{n_{B 1} - n_{B 2}}{n_{B 2}}$	$\frac{n_{C 1} - n_{C 2}}{n_{C 2}}$

8-Speed 6-Speed^[c]	8^[d] 6^[d]	Progress^[b]	9 8	3^[e] 3^[f]	2 2	4 3
Δ Number	2	Progress^[b]	1	0	0	1
Relative Δ	0.333 $\frac{2}{6}$	2.667^[b] $\frac{2}{6} : \frac{1}{8} = \frac{1}{3} \cdot \frac{8}{1} = \frac{8}{3}$	0.125 $\frac{1}{8}$	0.000 $\frac{0}{3}$	0.000 $\frac{0}{2}$	0.333 $\frac{1}{3}$

8-Speed 3-Speed^[g]	8^[d] 3^[d]	Market Position^[b]	9 7	3 2	2 3	4 2
Δ Number	5	Market Position^[b]	2	1	-1	2
Relative Δ	1.667 $\frac{5}{3}$	5.833^[b] $\frac{5}{3} : \frac{2}{7} = \frac{5}{3} \cdot \frac{7}{2} = \frac{35}{6}$	0.286 $\frac{2}{7}$	0.333 $\frac{1}{3}$	−0.333 $\frac{- 1}{3}$	1.000 $\frac{2}{2}$

^ 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 ^ ^a ^b ^c ^d ^e ^f 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 ^ ^a ^b ^c ^d plus 1 reverse gear ^ 1 reversed ^ of which 2 gearsets are combined as a compound Ravigneaux gearset ^ 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

Two Reverse Gears R1 and R2 Available

The gearset concept offers 2 reverse gears. Due to the increasing electronic control of automatic transmissions and engines, a fast reverse gear (i.e. designed to reduce wheel spin) is no longer necessary for problem-free starting in icy conditions (winter mode). It is therefore unlikely that car manufacturers will make use of this special option of a dedicated winter mode with an additional reverse gear R2. For this reason, the representation of R2 in the tables is shaded gray throughout. In some data sheets, the gear ratio of R2 is given, presumably a careless error.^[1]^[15]^[16]

The direction is reversed in gearset 3, the outer one of the Ravigneaux gearset. In the fast reverse gear R2, this part of the Ravigneaux gearset is directly connected to the input (turbine) side. To reduce the shaft speed for an appropriate reverse gear R1, the input (turbine) is put through gearset 1 first. This reduction corresponds to the ratio of the 3rd gear. Therefore, the gear step between the two reverse gears reflects the ratio of the 3rd gear.

R1 And R2
Gear	Ratio · Algebra

R2	$i_{R 2} = - \frac{R_{3}}{S_{3}}$ ^[a]^[1]^[b]^[2]^[16]^[15]
3	$i_{3} = \frac{R_{1}}{R_{1} - S_{1}}$
R2 x 3	$i_{R 2} i_{3} = - \frac{R_{3}}{S_{3}} \frac{R_{1}}{R_{1} - S_{1}} = \frac{R_{3}}{S_{3}} \frac{R_{1}}{S_{1} - R_{1}}$

R1	$i_{R 1} = \frac{R_{1} R_{3}}{S_{3} (S_{1} - R_{1})} = i_{R 2} i_{3}$

^ See also Toyota A transmission ^ See also Toyota U transmission

Drivetrain

Drivetrain
Model	Final Drive
AA 80E	2.937 2.85 2.69
AA 80F	3.133
AW F8 F35 AW F8 F45	4.398
AW F8 F45	3.075 3.200
AW F8 F45	2.561

Gearset Concept: Quality

All 8-speed automatic transmissions from Aisin and Toyota for passenger cars are based on the same layout^[a]^[1]^[b]^[2] in both engines orientations.^[a]^[1]^[b]^[2] For transverse installation,^[b]^[2] the layout of the longitudinal installation^[a]^[1] was merely mirrored.^[a]^[1]^[b]^[2] Gearset 1 is not an ordinary one, but a reversed one. It consists of 2 pinions that mesh with each other. One of these pinions meshes with the sun gear, the other with the ring gear. As a results, the gearset generates different ratios and the sun gear rotates in the same direction as the ring gear when the planetary gear carrier is stationary. This made it possible to manage 8 speeds with 3 gearsets. As a result, the transmission is more compact than 8-speed transmissions from competitors. This means that an 8-speed automatic transmission was also possible for transverse engines.

Gear Ratio Analysis
In-Depth Analysis With Assessment^[c]				Planetary Gearset: Teeth^[d]				Count	Nomi- nal^[e] Effec- tive^[f]	Cen- ter^[g]
In-Depth Analysis With Assessment^[c]				Reversed	Ravigneaux			Count	Nomi- nal^[e] Effec- tive^[f]	Avg.^[h]

Aisin Toyota	Version First Delivery			S₁^[i] R₁^[j]	S₂^[k] R₂^[l]	S₃^[m] R₃^[n]		Brakes Clutches	Ratio Span	Gear Step^[o]
Gear Ratio	R2^[p] $i_{R 2}$	R1 $i_{R 1}$	1 $i_{1}$	2 $i_{2}$	3 $i_{3}$	4 $i_{4}$	5 $i_{5}$	6 $i_{6}$	7 $i_{7}$	8 $i_{8}$
Step^[o]	$\frac{i_{R 1}}{i_{R 2}}$	$- \frac{i_{R 1}}{i_{1}}$ ^[q]	$\frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{2}}$ ^[r]	$\frac{i_{2}}{i_{3}}$	$\frac{i_{3}}{i_{4}}$	$\frac{i_{4}}{i_{5}}$	$\frac{i_{5}}{i_{6}}$	$\frac{i_{6}}{i_{7}}$	$\frac{i_{7}}{i_{8}}$
Δ Step^[s]^[t]				$\frac{i_{1}}{i_{2}} : \frac{i_{2}}{i_{3}}$	$\frac{i_{2}}{i_{3}} : \frac{i_{3}}{i_{4}}$	$\frac{i_{3}}{i_{4}} : \frac{i_{4}}{i_{5}}$	$\frac{i_{4}}{i_{5}} : \frac{i_{5}}{i_{6}}$	$\frac{i_{5}}{i_{6}} : \frac{i_{6}}{i_{7}}$	$\frac{i_{6}}{i_{7}} : \frac{i_{7}}{i_{8}}$
Shaft Speed	$\frac{i_{1}}{i_{R 2}}$	$\frac{i_{1}}{i_{R 1}}$	$\frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{2}}$	$\frac{i_{1}}{i_{3}}$	$\frac{i_{1}}{i_{4}}$	$\frac{i_{1}}{i_{5}}$	$\frac{i_{1}}{i_{6}}$	$\frac{i_{1}}{i_{7}}$	$\frac{i_{1}}{i_{8}}$
Δ Shaft Speed^[u]	$\frac{i_{1}}{i_{R 1}} - \frac{i_{1}}{i_{R 2}}$	$0 - \frac{i_{1}}{i_{R 1}}$	$\frac{i_{1}}{i_{1}} - 0$	$\frac{i_{1}}{i_{2}} - \frac{i_{1}}{i_{1}}$	$\frac{i_{1}}{i_{3}} - \frac{i_{1}}{i_{2}}$	$\frac{i_{1}}{i_{4}} - \frac{i_{1}}{i_{3}}$	$\frac{i_{1}}{i_{5}} - \frac{i_{1}}{i_{4}}$	$\frac{i_{1}}{i_{6}} - \frac{i_{1}}{i_{5}}$	$\frac{i_{1}}{i_{7}} - \frac{i_{1}}{i_{6}}$	$\frac{i_{1}}{i_{8}} - \frac{i_{1}}{i_{7}}$
Specific Torque^[v]	$\frac{T_{2; R 2}}{T_{1; R 2}}$ ^[w]	$\frac{T_{2; R 1}}{T_{1; R 1}}$ ^[w]	$\frac{T_{2; 1}}{T_{1; 1}}$ ^[w]	$\frac{T_{2; 2}}{T_{1; 2}}$ ^[w]	$\frac{T_{2; 3}}{T_{1; 3}}$ ^[w]	$\frac{T_{2; 4}}{T_{1; 4}}$ ^[w]	$\frac{T_{2; 5}}{T_{1; 5}}$ ^[w]	$\frac{T_{2; 6}}{T_{1; 6}}$ ^[w]	$\frac{T_{2; 7}}{T_{1; 7}}$ ^[w]	$\frac{T_{2; 8}}{T_{1; 8}}$ ^[w]
Efficiency $η_{n}$ ^[v]	$\frac{T_{2; R 2}}{T_{1; R 2}} : i_{R 2}$	$\frac{T_{2; R 1}}{T_{1; R 1}} : i_{R 1}$	$\frac{T_{2; 1}}{T_{1; 1}} : i_{1}$	$\frac{T_{2; 2}}{T_{1; 2}} : i_{2}$	$\frac{T_{2; 3}}{T_{1; 3}} : i_{3}$	$\frac{T_{2; 4}}{T_{1; 4}} : i_{4}$	$\frac{T_{2; 5}}{T_{1; 5}} : i_{5}$	$\frac{T_{2; 6}}{T_{1; 6}} : i_{6}$	$\frac{T_{2; 7}}{T_{1; 7}} : i_{7}$	$\frac{T_{2; 8}}{T_{1; 8}} : i_{8}$

Longitudinal engines^[x]^[1]
TL-80SN AA 80E/F	550 N⋅m (406 lb⋅ft) · 2006			38 82	30 34	34 74		2 4	6.7091 5.9198 ^[f]^[q]	1.7748
TL-80SN AA 80E/F	550 N⋅m (406 lb⋅ft) · 2006			38 82	30 34	34 74		2 4	6.7091 5.9198 ^[f]^[q]	1.3125^[o]
Gear Ratio	−2.1765 ^[p]^[1]^[15]^[16] $- \frac{37}{17}$	−4.0561 ^[q]^[f] $- \frac{1, 517}{374}$	4.5970 $\frac{1, 517}{330}$	2.7241^[r] $\frac{12, 136}{4, 455}$	1.8636 $\frac{41}{22}$	1.4642 ^[o]^[u] $\frac{24, 272}{16, 577}$	1.2313 ^[t]^[u] $\frac{1, 517}{1, 232}$	1.0000 $\frac{1}{1}$	0.8245 $\frac{1, 517}{1, 840}$	0.6852 $\frac{37}{54}$
Step	1.8636	0.8824^[q]	1.0000	1.6875^[r]	1.4617	1.2728^[o]	1.1891	1.2313	1.2129	1.2033
Δ Step^[s]				1.1545	1.1484	1.0704	0.9657^[t]	1.0152	1.0080
Speed	–2.1121	-1.1333	1.0000	1.6875	2.4667	3.1396	3.7333	4.5970	5.5758	6.7091
Δ Speed	0.9788	1.1333	1.0000	0.6875	0.7792	0.6729^[u]	0.5938^[u]	0.8636	0.9788	1.1333
Specific Torque^[v]	–2.0116 –1.9911	–3.6546 –3.5728	4.5366 4.3898	2.7199 2.6621	1.8168 1.7944	1.4079 1.3942	1.1991 1.1908	1.0000	0.8081 0.8041	0.6679 0.6657
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9554 0.9340	0.9363 0.9060	0.9576 0.9372	0.9749 0.9629	0.9798 0.9703	0.9854 0.9785	1.0000	0.9905 0.9856	0.9934 0.9900

— AB 80E/F	— 550 N⋅m (406 lb⋅ft)^[17] · 2015			38 83	30 38	38 78		2 4	7.1319 5.6304 ^[f]^[q]	1.7957
— AB 80E/F	— 550 N⋅m (406 lb⋅ft)^[17] · 2015			38 83	30 38	38 78		2 4	7.1319 5.6304 ^[f]^[q]	1.3240^[o]
Gear Ratio	−2.0526^[p] $- \frac{39}{19}$	−3.7860 ^[q]^[f] $- \frac{1, 079}{285}$	4.7956 $\frac{1, 079}{225}$	2.8112 ^[r]^[t] $\frac{18, 343}{6, 525}$	1.8444 $\frac{83}{45}$	1.4294 ^[o]^[u] $\frac{18, 343}{12, 833}$	1.2137 ^[t]^[u] $\frac{1, 079}{889}$	1.0000^[t] $\frac{1}{1}$	0.8176 $\frac{3, 237}{3, 959}$	0.6724 $\frac{39}{58}$
Step	1.8444	0.7895^[q]	1.0000	1.7059^[r]	1.5241	1.2904^[o]	1.1777	1.2137	1.2230	1.2160
Δ Step^[s]				1.1192^[t]	1.1811	1.0957	0.9703^[t]	0.9924^[t]	1.0058
Speed	–2.3363	-1.2667	1.0000	1.7059	2.6000	3.3550	3.9511	4.7956	5.8653	7.1319
Δ Speed	1.0696	1.2667	1.0000	0.7059	0.8941	0.7550^[u]	0.5961^[u]	0.8444	1.0696	1.2667
Specific Torque^[v]	–2.0116 –1.9911	–3.6190 –3.5389	4.4924 4.3482	2.6934 2.6369	1.7991 1.7774	1.4010 1.3876	1.1963 1.1880	1.0000	0.8100 0.8060	0.6679 0.6657
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9559 0.9347	0.9368 0.9067	0.9581 0.9380	0.9754 0.9637	0.9802 0.9708	0.9856 0.9788	1.0000	0.9906 0.9856	0.9934 0.9900

TR-80SD AE 80E/F	550 N⋅m (406 lb⋅ft)^[18] · 2010			38 82	30 38	38 74		2 4	7.2061 5.6890 ^[f]^[q]	1.8050
TR-80SD AE 80E/F	550 N⋅m (406 lb⋅ft)^[18] · 2010			38 82	30 38	38 74		2 4	7.2061 5.6890 ^[f]^[q]	1.3260^[o]
Gear Ratio	−2.0526^[p] $- \frac{39}{19}$	−3.8254 ^[q]^[f] $- \frac{1, 599}{418}$	4.8455 $\frac{533}{110}$	2.8404 ^[r]^[t] $\frac{9, 061}{3, 190}$	1.8636 $\frac{41}{22}$	1.4369 ^[o]^[u] $\frac{9, 061}{3, 190}$	1.2169 ^[t]^[u] $\frac{533}{438}$	1.0000^[t] $\frac{1}{1}$	0.8158 $\frac{1, 599}{1, 960}$	0.6724 $\frac{39}{58}$
Step	1.8636	0.7895^[q]	1.0000	1.7059^[r]	1.5241	1.2970^[o]	1.1808	1.2169	1.2258	1.2133
Δ Step^[s]				1.1192^[t]	1.1751	1.0984	0.9703^[t]	0.9928^[t]	1.0103
Speed	–2.3606	-1.2667	1.0000	1.7059	2.6000	3.3722	3.9818	4.8455	5.9394	7.2061
Δ Speed	1.0939	1.2667	1.0000	0.7059	0.8941	0.7722^[u]	0.6096^[u]	0.8636	1.0939	1.2667
Specific Torque^[v]	–2.0116 –1.9911	–3.6546 –3.5728	4.5366 4.3898	2.7199 2.6621	1.8168 1.7944	1.4079 1.3942	1.1991 1.1908	1.0000	0.8081 0.8041	0.6679 0.6657
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9554 0.9340	0.9363 0.9060	0.9576 0.9372	0.9749 0.9629	0.9798 0.9703	0.9854 0.9785	1.0000	0.9905 0.9856	0.9934 0.9900

TR-81SD —	600 N⋅m (443 lb⋅ft)^[19] · 2010 —			38 82	36^[y] 44	44^[y] 96		2 4	7.2475 5.9298 ^[f]^[q]	1.8460
TR-81SD —	600 N⋅m (443 lb⋅ft)^[19] · 2010 —			38 82	36^[y] 44	44^[y] 96		2 4	7.2475 5.9298 ^[f]^[q]	1.3270^[o]
Gear Ratio	−2.1818^[p] $- \frac{24}{11}$	−4.0661 ^[q]^[f] $- \frac{492}{121}$	4.9697 $\frac{164}{33}$	2.8398 ^[r]^[t] $\frac{656}{2315}$	1.8636 $\frac{41}{22}$	1.4370 ^[o]^[u] $\frac{1, 312}{913}$	1.2103 ^[t]^[u] $\frac{328}{271}$	1.0000^[t] $\frac{1}{1}$	0.8248 $\frac{984}{1193}$	0.6857 $\frac{24}{35}$
Step	1.8636	0.8181^[q]	1.0000	1.7500^[r]	1.5238	1.2969^[o]	1.1873	1.2103	1.2124	1.2028
Δ Step^[s]				1.1484^[t]	1.1750	1.0923	0.9810^[t]	0.9983^[t]	1.0079
Speed	–2.2778	-1.2222	1.0000	1.7500	2.6667	3.4583	4.1061	4.9697	6.0253	7.2475
Δ Speed	1.0556	1.2222	1.0000	0.7500	0.9167	0.7917^[u]	0.6477^[u]	0.8636	1.0556	1.2222
Specific Torque^[v]	–2.1382 –2.1164	–3.8847 –3.7977	4.6529 4.5023	2.7206 2.6634	1.8168 1.7944	1.4083 1.3947	1.1932 1.1851	1.0000	0.8174 0.8135	0.6813 0.6791
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9554 0.9340	0.9363 0.9060	0.9580 0.9379	0.9749 0.9629	0.9800 0.9705	0.9858 0.9792	1.0000	0.9910 0.9863	0.9936 0.9904

TR-82SD —	850 N⋅m (627 lb⋅ft)^[20] · 2010 —			38 83	36^[y] 44	44^[y] 96		2 4	7.1728 5.8687 ^[f]^[q]	1.8365
TR-82SD —	850 N⋅m (627 lb⋅ft)^[20] · 2010 —			38 83	36^[y] 44	44^[y] 96		2 4	7.1728 5.8687 ^[f]^[q]	1.3251^[o]
Gear Ratio	−2.1818^[p] $- \frac{24}{11}$	−4.0242 ^[q]^[f] $- \frac{664}{165}$	4.9185 $\frac{664}{135}$	2.8106 ^[r]^[t] $\frac{2656}{945}$	1.8444 $\frac{83}{45}$	1.4295 ^[o]^[u] $\frac{1, 328}{929}$	1.2073 ^[t]^[u] $\frac{332}{275}$	1.0000^[t] $\frac{1}{1}$	0.8266 $\frac{996}{1205}$	0.6857 $\frac{24}{35}$
Step	1.8444	0.8181^[q]	1.0000	1.7500^[r]	1.5238	1.2903^[o]	1.1841	1.2073	1.2098	1.2054
Δ Step^[s]				1.1484^[t]	1.1810	1.0897	0.9808^[t]	0.9979^[t]	1.0037
Speed	–2.2543	-1.2222	1.0000	1.7500	2.6667	3.4407	4.0741	4.9185	5.9506	7.1728
Δ Speed	1.0321	1.2222	1.0000	0.7500	0.9167	0.7741^[u]	0.6333^[u]	0.8444	1.0321	1.2222
Specific Torque^[v]	–2.1382 –2.1164	–3.8468 –3.7616	4.6076 4.4596	2.6940 2.6381	1.7991 1.7774	1.4014 1.3881	1.1904 1.1825	1.0000	0.8192 0.8154	0.6813 0.6791
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9554 0.9340	0.9363 0.9060	0.9580 0.9379	0.9749 0.9629	0.9800 0.9705	0.9858 0.9792	1.0000	0.9910 0.9863	0.9936 0.9904

— AL 80E/F	— TBD · 2023			38 78	38 46	46 86		2 4	6.7737 5.5957 ^[f]^[q]	1.6957
— AL 80E/F	— TBD · 2023			38 78	38 46	46 86		2 4	6.7737 5.5957 ^[f]^[q]	1.3143^[o]
Gear Ratio	−1.8696^[p] $- \frac{43}{23}$	−3.6457 ^[q]^[f] $- \frac{1, 677}{460}$	4.4132 $\frac{1, 677}{380}$	2.8084 ^[r]^[t] $\frac{35, 217}{12, 540}$	1.9500 $\frac{39}{20}$	1.5112 ^[o]^[u] $\frac{35, 217}{23, 304}$	1.2743 ^[t]^[u] $\frac{1, 677}{1, 316}$	1.0000^[t] $\frac{1}{1}$	0.7933 $\frac{1, 677}{2, 114}$	0.6515 $\frac{43}{66}$
Step	1.9500	0.8261^[q]	1.0000	1.5714	1.4402	1.2904^[o]	1.1859	1.2743	1.2606	1.2176
Δ Step^[s]				1.0911^[t]	1.1161	1.0881	0.9306^[t]	1.0109^[t]	1.0353
Speed	–2.3605	-1.2105	1.0000	1.5714	2.2632	2.9203	3.4632	4.4132	5.5632	6.7737
Δ Speed	1.1500	1.2105	1.0000	0.5714	0.6917	0.6571^[u]	0.5429^[u]	0.9500	1.1500	1.2105
Specific Torque^[v]	–1.8322 –1.8135	–3.4742 –3.3924	4.1215 3.9833	2.6819 2.6216	1.8962 1.8706	1.4756 1.4587	1.2509 1.2399	1.0000	0.7849 0.7805	0.6469 0.6446
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9530 0.9305	0.9339 0.9026	0.9550 0.9335	0.9724 0.9593	0.9764 0.9653	0.9816 0.9730	1.0000	0.9894 0.9839	0.9929 0.9893
Transverse engines^[z]^[2]
AW F8 F45 UA 80E/F	380 N⋅m (280 lb⋅ft)^[9]^[13] · 2016			42 82	26 34	34 70		2 4	8.2000 6.2706 ^[f]^[q]	1.9274
AW F8 F45 UA 80E/F	380 N⋅m (280 lb⋅ft)^[9]^[13] · 2016			42 82	26 34	34 70		2 4	8.2000 6.2706 ^[f]^[q]	1.3507^[o]
Gear Ratio	−2.0588^[p] $- \frac{35}{17}$	−4.2206 ^[q]^[f] $- \frac{287}{68}$	5.5192 $\frac{287}{52}$	3.1842 ^[r]^[t] $\frac{4, 305}{1, 352}$	2.0500^[t] $\frac{41}{20}$	1.4920 $\frac{3, 075}{2, 061}$	1.2349 ^[t]^[u] $\frac{205}{166}$	1.0000^[t] $\frac{1}{1}$	0.8008 $\frac{205}{256}$	0.6731 $\frac{35}{52}$
Step	2.0500	0.7647^[q]	1.0000	1.7333^[r]	1.5533	1.3740	1.2082	1.2349	1.2488	1.1897
Δ Step^[s]				1.1159^[t]	1.1305^[t]	1.1372	0.9783^[t]	0.9889^[t]	1.0496
Speed	–2.6808	-1.3077	1.0000	1.7333	2.6923	3.6992	4.4692	5.5192	6.8923	8.2000
Δ Speed	1.3731	1.3077	1.0000	0.7333	0.9590	1.0069	0.7700^[u]	1.0500	1.3731	1.3077
Specific Torque^[v]	–2.0176 –1.9971	–4.0105 –3.9106	5.1396 4.9604	3.0322 2.9599	1.9877 1.9582	1.4581 1.4421	1.2154 1.2063	1.0000	0.7926 0.7884	0.6686 0.6663
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9502 0.9266	0.9312 0.8988	0.9523 0.9296	0.9696 0.9552	0.9773 0.9666	0.9842 0.9768	1.0000	0.9898 0.9845	0.9934 0.9900

AW F8 F35 UB 80E/F	280 N⋅m (207 lb⋅ft)^[13]^[14] · 2016			38 78	26 34	34 70		2 4	7.8000 5.9647 ^[f]^[q]	1.8798
AW F8 F35 UB 80E/F	280 N⋅m (207 lb⋅ft)^[13]^[14] · 2016			38 78	26 34	34 70		2 4	7.8000 5.9647 ^[f]^[q]	1.3410^[o]
Gear Ratio	−2.0588^[p] $- \frac{35}{17}$	−4.0147 ^[q]^[f] $- \frac{273}{68}$	5.2500 $\frac{21}{4}$	3.0288 ^[r]^[t] $\frac{315}{104}$	1.9500 $\frac{39}{20}$	1.4570 ^[o]^[u] $\frac{1, 575}{1, 081}$	1.2209 ^[t]^[u] $\frac{105}{86}$	1.0000^[t] $\frac{1}{1}$	0.8086 $\frac{1, 365}{1, 688}$	0.6731 $\frac{35}{52}$
Step	1.9500	0.7647^[q]	1.0000	1.7333^[r]	1.5533	1.3384^[o]	1.1933	1.2209	1.2366	1.2014
Δ Step^[s]				1.1159^[t]	1.1605	1.1215	0.9774^[t]	0.9873^[t]	1.0293
Speed	–2.5500	-1.3077	1.0000	1.7333	2.6923	3.6033	4.3000	5.2500	6.4923	7.8000
Δ Speed	1.2423	1.3077	1.0000	0.7333	0.9590	0.9110^[u]	0.6967^[u]	0.9500	1.2423	1.3077
Specific Torque^[v]	–2.0176 –1.9971	–3.8259 –3.7358	4.9031 4.7387	2.8926 2.8276	1.8962 1.8706	1.4262 1.4116	1.2028 1.1942	1.0000	0.8007 0.7966	0.6686 0.6663
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9530 0.9305	0.9339 0.9026	0.9550 0.9336	0.9724 0.9593	0.9789 0.9689	0.9851 0.9781	1.0000	0.9902 0.9851	0.9934 0.9900

TG-80LS UB 80E/F	350 N⋅m (258 lb⋅ft) · 2017			38 78	30 38	38 78		2 4	7.5400 5.9526 ^[f]^[q]	1.8464
TG-80LS UB 80E/F	350 N⋅m (258 lb⋅ft) · 2017			38 78	30 38	38 78		2 4	7.5400 5.9526 ^[f]^[q]	1.3346^[o]
Gear Ratio	−2.0526^[p] $- \frac{39}{19}$	−4.0026 ^[q]^[f] $- \frac{1, 521}{380}$	5.0700 $\frac{507}{100}$	2.9721 ^[r]^[t] $\frac{8, 619}{2, 900}$	1.9500 $\frac{39}{20}$	1.4698 ^[o]^[u] $\frac{8, 619}{5, 864}$	1.2306 ^[t]^[u] $\frac{9, 633}{7, 828}$	1.0000^[t] $\frac{1}{1}$	0.8082 $\frac{1, 521}{1, 882}$	0.6724 $\frac{39}{58}$
Step	1.9500	0.7895^[q]	1.0000	1.7059^[r]	1.5241	1.3267^[o]	1.1944	1.2306	1.2373	1.2019
Δ Step^[s]				1.1192^[t]	1.1488	1.1108	0.9706^[t]	0.9945^[t]	1.0295
Speed	–2.4700	-1.2667	1.0000	1.7059	2.6000	3.4494	4.1200	5.0700	6.2733	7.5400
Δ Speed	1.2033	1.2667	1.0000	0.7059	0.8941	0.8494^[u]	0.6706^[u]	0.9500	1.2033	1.2667
Specific Torque^[v]	–2.0116 –1.9911	–3.8144 –3.7245	4.7350 4.5762	2.8388 2.7752	1.8962 1.8706	1.4380 1.4229	1.2115 1.2025	1.0000	0.8002 0.7961	0.6679 0.6657
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9530 0.9305	0.9339 0.9026	0.9552 0.9338	0.9724 0.9593	0.9784 0.9681	0.9845 0.9772	1.0000	0.9902 0.9850	0.9934 0.9900

TBD	TBD · TBD			38 78	36^[y] 44	44^[y] 96		2 4	7.5833 6.2045 ^[f]^[q]	1.8883
TBD	TBD · TBD			38 78	36^[y] 44	44^[y] 96		2 4	7.5833 6.2045 ^[f]^[q]	1.3357^[o]
Gear Ratio	−2.1818^[p] $- \frac{24}{11}$	−4.2545 ^[q]^[f] $- \frac{234}{55}$	5.2000 $\frac{26}{5}$	2.9714 ^[r]^[t] $\frac{104}{35}$	1.9500 $\frac{39}{20}$	1.4700 ^[o]^[u] $\frac{416}{283}$	1.2235 ^[t]^[u] $\frac{104}{85}$	1.0000^[t] $\frac{1}{1}$	0.8175 $\frac{936}{1, 145}$	0.6857 $\frac{24}{35}$
Step	1.9500	0.8181^[q]	1.0000	1.7500^[r]	1.5238	1.3266^[o]	1.2014	1.2235	1.2233	1.1921
Δ Step^[s]				1.1484^[t]	1.1486	1.1042	0.9819^[t]	1.0002^[t]	1.0261
Speed	–2.3833	-1.2222	1.0000	1.7500	2.6667	3.5375	4.2500	5.200	6.3611	7.5833
Δ Speed	1.1611	1.2222	1.0000	0.7500	0.9167	0.8708^[u]	0.7125^[u]	0.9500	1.1611	1.2222
Specific Torque^[v]	–2.1382 –2.1164	–4.0545 –3.9589	4.8564 4.6935	2.8395 2.7765	1.8962 1.8706	1.4384 1.4235	1.2051 1.1965	1.0000	0.8098 0.8058	0.6813 0.6791
Efficiency $η_{n}$ ^[v]	0.9800 0.9700	0.9530 0.9305	0.9339 0.9026	0.9556 0.9344	0.9724 0.9593	0.9785 0.9684	0.9850 0.9779	1.0000	0.9906 0.9858	0.9936 0.9904

Actuated Shift Elements
Brake A				❶						❶
Brake B	❶^[p]	❶	❶
Clutch C			❶	❶	❶	❶	❶
Clutch D							❶	❶	❶	❶
Clutch E		❶			❶				❶
Clutch F	❶^[p]					❶		❶
Geometric Ratios
Ratio R2–1 Ordinary^[aa] Elementary Noted^[ab]	$i_{R 2} = - \frac{R_{3}}{S_{3}}$ ^[p]			$i_{R 1} = \frac{R_{1} R_{3}}{S_{3} (S_{1} - R_{1})}$			$i_{1} = \frac{R_{1} R_{2} R_{3}}{S_{2} S_{3} (R_{1} - S_{1})}$
Ratio R2–1 Ordinary^[aa] Elementary Noted^[ab]	$i_{R 2} = - \frac{R_{3}}{S_{3}}$ ^[p]			$i_{R 1} = \frac{1}{\frac{S_{3}}{R_{3}} (\frac{S_{1}}{R_{1}} - 1)}$			$i_{1} = \frac{1}{\frac{S_{2} S_{3}}{R_{2} R_{3}} (1 - \frac{S_{1}}{R_{1}})}$

Ratio 2–4 Ordinary^[aa] Elementary Noted^[ab]	$i_{2} = \frac{R_{1} R_{3} (S_{2} + R_{2})}{S_{2} (R_{1} - S_{1}) (S_{3} + R_{3})}$			$i_{3} = \frac{R_{1}}{R_{1} - S_{1}}$		$i_{4} = \frac{R_{1} R_{3} (S_{2} + R_{2})}{S_{2} R_{3} (R_{1} - S_{1}) + R_{1} R_{2} R_{3} - S_{1} S_{2} S_{3}}$
Ratio 2–4 Ordinary^[aa] Elementary Noted^[ab]	$i_{2} = \frac{1 + \frac{R_{2}}{S_{2}}}{(1 - \frac{S_{1}}{R_{1}}) (1 + \frac{S_{3}}{R_{3}})}$				$i_{3} = \frac{1}{1 - \frac{S_{1}}{R_{1}}}$		$i_{4} = \frac{1}{1 - \frac{\frac{S_{1}}{R_{1}} (1 + \frac{S_{3}}{R_{3}})}{1 + \frac{R_{2}}{S_{2}}}}$

Ratio 5–8 Ordinary^[aa] Elementary Noted^[ab]	$i_{5} = \frac{R_{1} R_{2} R_{3}}{R_{1} R_{2} R_{3} - S_{1} S_{2} S_{3}}$			$i_{6} = \frac{1}{1}$	$i_{7} = \frac{R_{1} R_{3}}{R_{1} R_{3} - S_{1} S_{3}}$			$i_{8} = \frac{R_{3}}{S_{3} + R_{3}}$
Ratio 5–8 Ordinary^[aa] Elementary Noted^[ab]	$i_{5} = \frac{1}{1 - \frac{S_{1} S_{2} S_{3}}{R_{1} R_{2} R_{3}}}$			$i_{6} = \frac{1}{1}$	$i_{7} = \frac{1}{1 + \frac{S_{2} S_{3}}{R_{2} R_{3}}}$			$i_{8} = \frac{1}{1 + \frac{S_{3}}{R_{3}}}$
Kinetic Ratios
Specific Torque^[v] R2–1	$\frac{T_{2; R 2}}{T_{1; R 2}} = - \frac{R_{3}}{S_{3}} η_{0}$ ^[p]			$\frac{T_{2; R 1}}{T_{1; R 1}} = \frac{1}{\frac{S_{3}}{R_{3}} \cdot \frac{1}{η_{0}} (\frac{S_{1}}{R_{1}} {η_{0}}^{\frac{3}{2}} - 1)}$			$\frac{T_{2; 1}}{T_{1; 1}} = \frac{1}{\frac{S_{2} S_{3}}{R_{2} R_{3}} \cdot \frac{1}{{η_{0}}^{2}} (1 - \frac{S_{1}}{R_{1}} {η_{0}}^{\frac{3}{2}})}$

Specific Torque^[v] 2–4	$\frac{T_{2; 2}}{T_{1; 2}} = \frac{1 + \frac{R_{2}}{S_{2}} η_{0}}{(1 - \frac{S_{1}}{R_{1}} {η_{0}}^{\frac{3}{2}}) (1 + \frac{S_{3}}{R_{3}} \cdot \frac{1}{η_{0}})}$				$\frac{T_{2; 3}}{T_{1; 3}} = \frac{1}{1 - \frac{S_{1}}{R_{1}} {η_{0}}^{\frac{3}{2}}}$		$\frac{T_{2; 4}}{T_{1; 4}} = \frac{1}{1 - \frac{\frac{S_{1}}{R_{1}} {η_{0}}^{\frac{3}{2}} (1 + \frac{S_{3}}{R_{3}} η_{0})}{1 + \frac{R_{2}}{S_{2}} \cdot \frac{1}{η_{0}}}}$

Specific Torque^[v] 5–8	$\frac{T_{2; 5}}{T_{1; 5}} = \frac{1}{1 - \frac{S_{1} S_{2} S_{3}}{R_{1} R_{2} R_{3}} {η_{0}}^{\frac{7}{2}}}$			$\frac{T_{2; 6}}{T_{1; 6}} = \frac{1}{1}$	$\frac{T_{2; 7}}{T_{1; 7}} = \frac{1}{1 + \frac{S_{1} S_{3}}{R_{1} R_{3}} \cdot \frac{1}{{η_{0}}^{\frac{5}{2}}}}$			$\frac{T_{2; 8}}{T_{1; 8}} = \frac{1}{1 + \frac{S_{3}}{R_{3}} \cdot \frac{1}{η_{0}}}$

^ ^a ^b ^c ^d See also Toyota A transmission ^ ^a ^b ^c ^d See also Toyota U transmission ^ Revised 16 November 2025 ^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are C₁ (planetary gear carrier of reversed gearset 1) and, if actuated, C₂ and C₃ (the compound planetary gear carrier of the Ravigneaux gearset) Output shaft is R₃ (ring gear of outer Ravigneaux gearset) ^ Total Ratio Span (Total Gear/Transmission Ratio) Nominal $\frac{i_{1}}{i_{n}}$ 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u Total Ratio Span (Total Gear/Transmission Ratio) Effective $\frac{m i n (i_{1}; \| i_{R} \|)}{i_{n}}$ The span is only effective to the extent that the reverse gear ratio matches to that of 1st gear see also Standard R:1 ^ Ratio Span's Center $(i_{1} i_{n})^{\frac{1}{2}}$ 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 ${(\frac{i_{1}}{i_{n}})}^{\frac{1}{n - 1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1: reversed gearset ^ Ring 1: ring gear of gearset 1 reversed gearset ^ 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 ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad 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 3) is always larger and the upper 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 ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p Logically, the gearset concept (layout) provides for this 2nd reverse gear, but it will most likely not be used in the transmissions that the car manufacturers eventually bring to market. In some data sheets, the gear ratio of R2 is given, presumably a careless error^[1]^[15]^[16] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t 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 ^d ^e ^f ^g ^h ⁱ ^j ^k From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al ^am ^an ^ao ^ap ^aq ^ar ^as ^at ^au ^av ^aw ^ax ^ay ^az ^ba ^bb ^bc ^bd ^be ^bf ^bg 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 ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al ^am 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 ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque $T_{2; n}$ to input torque $T_{1; n}$ with $n = g e a r$ 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 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio $i_{0}$ 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 $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $η_{0} = 0.9800$ (upper value) and $η_{0} = 0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$ at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value) and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value) ^ See also Toyota A transmission ^ ^a ^b ^c ^d ^e ^f 36/44 and 44/96 or 27/33 and 33/72 ^ See also Toyota U transmission ^ ^a ^b ^c Ordinary Noted For direct determination of the ratio ^ ^a ^b ^c 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

UA 80E/F Failures And Problems

The UA 80E/F family of 8-speed transmissions has had some issues which led to class action lawsuits, a Customer Support Program and numerous technical service bulletins. Starting in 2017, some Highlander and Sienna customers starting complaining of harsh or delayed shifting, delayed acceleration, hesitation, jerking, unintended acceleration, lurching and excessive revving before upshifting.^[21]^[22]

Additional issues arose when 2017 and 2018 Highlander and Sienna customers experienced whining, master warning lights/check engine lights and transmission failures. This prompted Toyota to initiate a Customer Support Program (ZJC). This program covered certain 2017 and early 2018 built Highlanders and Sienna under specific VIN parameters and transmission build dates.^[23] However, this issue has been problematic beyond the scope of the ZJC program. This is causing out of pocket costs for customers outside of the standard 6 yrs./60K mls. powertrain warranty.^[24]

More whine or grind issues have been documented in 2021 Avalon, Camry and Highlanders equipped with the UA 80E/F transmission prompting T-SB-0008-21.^[25]

In December 2024, Gears Magazine published an article which has a more in depth look at some of the UA80's shortcomings. This includes a nut which retains the races that comes loose and allows the transfer gear to move. Another common issue is fluid contamination due to clutch debris from the torque converter.^[26]

Applications

Longitudinal Engines

Toyota & Lexus: AA 80E

8-speed automatic RWD transmission.

2007–2017 Lexus LS 460
2008–2011 Lexus GS 460
2008–2014 Lexus IS F
2009–2013 Toyota Crown Majesta
2015–present Lexus RC F (3.133 final drive)^[16]
2016–2020 Lexus GS F (2.937 final drive)^[15]
2021–present Lexus IS 500 F Sport Performance (3.133 final drive)^[27]

Toyota & Lexus: AA 80F

8-speed automatic AWD transmission.

Lexus LS 460

Toyota & Lexus: AA 81E

Pairs with Toyota 2GR-FSE and 2GR-FKS V6 engines.

2014–2020 Lexus GS 350 (2.937 final drive)
2014–present Lexus IS 350 RWD (3.133 final drive)
2015–present Lexus RC 350
2013–present Toyota Crown Athlete
2013–2015 Lexus RX 350 F Sport
2016–2022 Lexus RX 350

Aisin TL-80SN

2014–2019 Cadillac CTS (with a 2.85 final drive ratio)

Audi

2010–2015 Q7 1st generation (type 4L) 3.0 L TFSI · 3.6 L FSI · 4.2 L FSI^[18]
2010–2015 Q7 1st generation (type 4L) 3.0 L TDi^[19]
2010–2015 Q7 1st generation (type 4L) 4.2 L TDi^[20]

Hongqi

2019–2023 HS7 1st generationI^[18]
2023–present HS7 2nd generation^[18]

Porsche (TR-80SD)

2010–2017 Cayenne 2nd generation (type E2 92A) 3.0 L TFSI · 3.6 L FSI · 4.2 L FSI^[18]
2010–2018 Cayenne 2nd generation (type E2 92A) 3.0 L TDi^[19]
2010–2017 Cayenne 2nd generation (type E2 92A) 4.2 TDi · 4.8 L Turbo^[20]
2013–2017 Panamera 1st generation (type G1 970) facelift 3.0 L TDi^[20]

Volkswagen

2010–2018 Touareg 2nd generation (type 7P) 3.0 L TFSI · 3.6 L FSI · 4.2 L FSI^[18]
2010–2018 Touareg 2nd generation (type 7P) 3.0 L TDi^[19]
2010–2015 Touareg 2nd generation (type 7P) 4.2 L TDi^[20]

Transverse Engines

Toyota ( UA 80E/F)

2018–present Toyota Avalon (non-hybrid engines)
2018–present Toyota Alphard/Vellfire
2018–present Toyota Camry (non-hybrid engines)
2017–2020 Toyota Sienna
2019–present Toyota RAV4 (non-hybrid)
2020–2022 Toyota Highlander/Grand Highlander

^[28]

Toyota ( UC 80E/F)

2024–present Toyota GR Yaris

^[29]

2024–present Toyota GR Corolla

^[30]

Lexus ( UA 80E/F)

2012–present Lexus RX (V6 AL10 F-Sport, AL20 & AL30 non Hybrids)
2018–present Lexus ES (non-hybrid engines)
2020–2023 Lexus LM (LM350)
2022–present Lexus NX (non-hybrid engines)
2024–present Lexus LBX (Morizo RR)

Toyota & Lexus ( UB 80E/F)

2018–present Toyota Camry 2.5
2019–present Toyota RAV4 2.5
2012–2015 Lexus RX V6 F-Sport North America

Toyota & Lexus ( UB 81E/F)

2016–present Lexus RX

BMW/MINI

2015–present BMW 2 Series Active Tourer (F45) and Gran Tourer (F46) with 4-cylinder engines
2016–present BMW X1 (F48) with 4-cylinder engines
2016–present Mini Clubman (F54) with 4-cylinder engines
2016–present Mini Countryman (F60) with 4-cylinder engines (and B38 with AWD)
2018–present Mini Cooper SD (F55/F56) and JCW (F56) due to torque output over 300Nm
2018–present BMW X2 (F39) with 4-cylinder engines
2019–present BMW 1 Series (F40) with 4-cylinder engines
2020–present BMW 2 Series Gran Coupé with 4-cylinder engines

Changan

2019–present Oshan COS1° GT
2019–present Changan CS85
2020–present Changan UNI-K
2021–present Changan UNI-V
2022–present Changan CS75

Chery

2023–present Chery Tiggo 9 (AWD)

Citroën

2017–present Citroën C5 Aircross
2018–present Citroën Grand C4 SpaceTourer
2019–present Citroën Berlingo
2020–present Citroën C4
2021–present Citroën C5 X
2024–present Citroën Spacetourer EAT8

DS Automobiles

2018–present DS 7
2019–present DS 3
2020–present DS 9
2021–present DS 4

Exeed

2023–present Exeed Lanyue

Geely

2019–present Xingyue S/ Xingyue L^[31]
2020–present Geely Xingrui

GM

2016 Chevrolet Malibu
2017 Buick LaCrosse^[32]
2017–2019 Cadillac XT5^[9]
2018–2020 Buick Regal TourX (I4 AWD only)

Jaguar

2020–present Jaguar E-Pace (1.5t 3-cylinder engines)

Land Rover

2020–present Discovery Sport (1.5t 3-cylinder engines)
2020–present Evoque (1.5t 3-cylinder engines)

Lynk & Co

2017–present 01
2018–present 03
2020–present 05^[33]
2021–present 02
2021–present 09

Mitsubishi

2017–present Mitsubishi Eclipse Cross (diesel engines)
2019–present Mitsubishi Delica (diesel engines)

Opel/Vauxhall

2017–present Opel Insignia
2017–present Opel Grandland X
2018–present Opel Combo
2020–present Opel Corsa
2020–present Opel Mokka
2021–present Opel Astra L^{[broken anchor]}
2025–present Opel Zafira Life EAT8

Peugeot

2017–present Peugeot 5008
2017–present Peugeot 308
2019–present Peugeot 3008 1.6 EAT8 & 2.0 EAT8
2018–present Peugeot 508 EAT8
2019–present Peugeot Rifter EAT8
2019–present Peugeot 208
2019–present Peugeot 2008
2022–present Peugeot 408
2024–present Peugeot Traveller EAT8

Polestar

2019–present Polestar 1

Renault

2024–present Renault Grand Koleos (4WD)

Škoda

2018–present Škoda Karoq (Australian market)
2020–present Škoda Octavia (some markets)

Volkswagen/MAN

2017–present Volkswagen Crafter and MAN TGE (transversely mounted engine only)
2018–present Volkswagen Tiguan (US version only)^[34]
2018–present Volkswagen Atlas (US version only)
2018–present Volkswagen Golf (US MK7 & MK8 in some markets)
2019–present Volkswagen Jetta (US version only)
2019–present Volkswagen Arteon (US version only)
2022–present Volkswagen Taos (FWD models)^[35]

Volvo (TG-81SC/SD)

2014–2016 Volvo S80 II^[36]
2014–2016 Volvo V70 II^[37]
2014–2016 Volvo XC70 II
2014–2017 Volvo XC60
2015–2018 Volvo S60 II
2015–2018 Volvo V60
2014–present Volvo XC90 II^[38]
2016–present Volvo S90 II^[38]
2016–present Volvo V90 II^[38]
2016–present Volvo V40
2017–present Volvo XC60 II
2017–present Volvo XC40^[39]
2018–present Volvo V60 II^[7]
2018–present Volvo S60 III

References

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^ https://www.toyota.com/grgarage/grcorolla/
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^ Lua error in Module:Citation/CS1/Configuration at line 2172: attempt to index field '?' (a nil value).

[longitudinal-1] See also Toyota A transmission

[transverse-3] See also Toyota U transmission

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

[20] Logically, the gearset concept (layout) provides for this 2nd reverse gear, but it will most likely not be used in the transmissions that the car manufacturers eventually bring to market. In some data sheets, the gear ratio of R2 is given, presumably a careless error^[1]^[15]^[16]

[21] Forward gears only

[22] 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

[7] parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

[8] to increase the number of gears

[9] with unchanged number of components

[10] 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

[11] to increase the number of gears

[12] rresponding increase in the number of components is unavoidable

[Progress-23] ^ ^a ^b ^c ^d ^e ^f 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)

[14] 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

[15] 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

[16] 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)

[17] negative, if the output increases and the input decreases, is perfect

[18] 2 or above is good

[19] 1 or above is acceptable (red)

[20] below this is unsatisfactory (bold)

[24] Direct Predecessor
To reflect the progress of the specific model change

[22] To reflect the progress of the specific model change

[Rev-25] us 1 reverse gear

[26] 1 reversed

[27] which 2 gearsets are combined as a compound Ravigneaux gearset

[28] 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

[27] 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

[28] 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

[29] 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

[30] All transmission variants consist of 7 main components

[31] 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

[32] Turbo-Hydramatic from GM

[33] Cruise-O-Matic from Ford

[34] TorqueFlite from Chrysler

[35] Detroit Gear from BorgWarner for Studebaker

[36] BW-35 from BorgWarner and as T35 from Aisin

[37] 3N 71 from Nissan/Jatco

[38] 3 HP from ZF Friedrichshafen

[39] W3A 040 and W3B 050 from Mercedes-Benz

[longitudinal-29] See also Toyota A transmission

[transverse-30] See also Toyota U transmission

[longitudinal-31] See also Toyota A transmission

[transverse-32] See also Toyota U transmission

[33] Revised 16 November 2025

[34] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts are C₁ (planetary gear carrier of reversed gearset 1) and, if actuated, C₂ and C₃ (the compound planetary gear carrier of the Ravigneaux gearset)

Output shaft is R₃ (ring gear of outer Ravigneaux gearset)

[46] Input and output are on opposite sides

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

[48] Input shafts are C₁ (planetary gear carrier of reversed gearset 1) and, if actuated, C₂ and C₃ (the compound planetary gear carrier of the Ravigneaux gearset)

[49] Output shaft is R₃ (ring gear of outer Ravigneaux gearset)

[35] Total Ratio Span (Total Gear/Transmission Ratio) Nominal
$\frac{i_{1}}{i_{n}}$

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

[51] $\frac{i_{1}}{i_{n}}$

[52] 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

[53] wnspeeding when driving outside the city limits

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

or when towing a trailer

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

[56] r when towing a trailer

[effective-36] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u Total Ratio Span (Total Gear/Transmission Ratio) Effective
$\frac{m i n (i_{1}; | i_{R} |)}{i_{n}}$

The span is only effective to the extent that
the reverse gear ratio

matches to that of 1st gear

see also Standard R:1

[58] $\frac{m i n (i_{1}; | i_{R} |)}{i_{n}}$

[59] The span is only effective to the extent that
the reverse gear ratio

matches to that of 1st gear

[60] the reverse gear ratio

[61] tches to that of 1st gear

[62] see also Standard R:1

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

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[64] $(i_{1} i_{n})^{\frac{1}{2}}$

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

[66] Together with the final drive ratio

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

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

With decreasing step width
the gears connect better to each other

shifting comfort increases

[69] ${(\frac{i_{1}}{i_{n}})}^{\frac{1}{n - 1}}$

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

shifting comfort increases

[71] the gears connect better to each other

[72] shifting comfort increases

[39] Sun 1: sun gear of gearset 1: reversed gearset

[40] Ring 1: ring gear of gearset 1 reversed gearset

[41] Sun 2: sun gear of gearset 2: inner Ravigneaux gearset

[42] Ring 2: ring gear of gearset 2: inner Ravigneaux gearset

[43] Sun 3: sun gear of gearset 3: outer Ravigneaux gearset

[44] Ring 3: ring gear of gearset 3: outer Ravigneaux gearset

[50:50-45] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad 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 3) is always larger

and the upper 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)

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

[81] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 3) is always larger

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

[82] the lower half of the gear steps (between the small gears; rounded down, here the first 3) is always larger

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

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

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

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

[R2-46] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p Logically, the gearset concept (layout) provides for this 2nd reverse gear, but it will most likely not be used in the transmissions that the car manufacturers eventually bring to market. In some data sheets, the gear ratio of R2 is given, presumably a careless error^[1]^[15]^[16]

[R:1-47] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae 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

[89] 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

[90] rment when maneuvering

[91] specially when towing a trailer

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

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

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

[95] Above this is unsatisfactory (bold)

[96] see also Total Ratio Span (Total Gear/Transmission Ratio) Effective

[1:2-48] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t 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)

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

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

a smooth gear shift

[100] r a good speed connection and

[101] smooth gear shift

[102] 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)

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

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

[105] Above is unsatisfactory (bold)

[LS-49] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k From large to small gears (from right to left)

[Step-50] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al ^am ^an ^ao ^ap ^aq ^ar ^as ^at ^au ^av ^aw ^ax ^ay ^az ^ba ^bb ^bc ^bd ^be ^bf ^bg 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)

[108] 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

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

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

[111] Not progressively increasing is acceptable (red)

[112] Not increasing is unsatisfactory (bold)

[Speed-51] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al ^am 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)

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

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

[116] 1 difference smaller than the previous one is acceptable (red)

[117] 2 consecutive ones are a waste of possible ratios (bold)

[Efficiency1-52] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y Specific Torque Ratio And Efficiency
The specific torque is the Ratio of
output torque $T_{2; n}$

to input torque $T_{1; n}$

with $n = g e a r$

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

[119] The specific torque is the Ratio of
output torque $T_{2; n}$

to input torque $T_{1; n}$

with $n = g e a r$

[120] utput torque $T_{2; n}$

[121] to input torque $T_{1; n}$

[122] with $n = g e a r$

[123] The efficiency is calculated from the specific torque in relation to the transmission ratio

[124] 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

[125] r pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

[126] spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[Efficiency2-53] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Corridor for specific torque and efficiency
in planetary gearsets, the stationary gear ratio $i_{0}$ 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 $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $η_{0} = 0.9800$ (upper value)

and $η_{0} = 0.9700$ (lower value)

for both interventions together

The corresponding efficiency for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$
at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[128] tary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

[129] r reasons of simplification, the efficiency for both meshes together is commonly specified there

[130] the efficiencies $η_{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $η_{0} = 0.9800$ (upper value)

and $η_{0} = 0.9700$ (lower value)

[131] $η_{0} = 0.9800$ (upper value)

[132] $η_{0} = 0.9700$ (lower value)

[133] r both interventions together

[134] The corresponding efficiency for single-meshing gear pairs is ${η_{0}}^{\frac{1}{2}}$
at $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

and $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[135] t $0.980 0^{\frac{1}{2}} = 0.98995$ (upper value)

[136] $0.970 0^{\frac{1}{2}} = 0.98489$ (lower value)

[54] See also Toyota A transmission

[4or3-58] ^ ^a ^b ^c ^d ^e ^f 36/44 and 44/96 or 27/33 and 33/72

[60] See also Toyota U transmission

[ordinary-61] Ordinary Noted
For direct determination of the ratio

[141] For direct determination of the ratio

[elementary-62] 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

[143] Alternative representation for determining the transmission ratio

[144] Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

[145] With simple fractions of both central gears of a planetary gearset

[146] Or with the value 1

[147] As a basis
For reliable

And traceable

[148] For reliable

[149] And traceable

[150] Determination of specific torque and efficiency

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[70] ttps://www.toyota.com/grgarage/grcorolla/

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