# AWTF-80 SC

The Aisin AW TF-8# SC series is a 6-speed automatic transmission designed for use in transverse engine applications produced by Aisin Seiki. It is built in Anjō, Japan, and is also called TF-80SC (AWF21), AF40-6, AM6, AW6A-EL and TF-81SC (AF21). All-wheel drive transfer cases can be fitted to the AWTF-80 SC.
It uses a Lepelletier gear mechanism, an epicyclic/planetary gearset, which can provide more gear ratios with significantly fewer components. This means the Aisin AW TF-8# SC series is actually lighter than its five-speed predecessors.
The Ford 6R, GM 6L, and ZF 6HP transmissions are based on the same globally patented gearset concept. The AWTF-80 SC is the only one for transverse engine installation.
Gear Ratios :
| GearModel | R | 1 | 2 | 3 | 4 | 5 | 6 | Total Span | Span Center | Avg. Step | Compo- nents |
| Aisin AWTF-80 2005 | −3.394 | 4.148 | 2.370 | 1.556 | 1.155 | 0.859 | 0.686 | 6.049 | 1.687 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
| ZF 6HP All · 2000 | −3.403 | 4.171 | 2.340 | 1.521 | 1.143 | 0.867 | 0.691 | 6.035 | 1.698 | 1.433 | 3 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 ↑ first transmission to use this 6-speed gearset concept ||||||||||||

## Specifications
### Basic concept

A conventional 5-pinion planetary gearset and a compound Ravigneaux gearset is combined in a Lepelletier gear mechanism, to reduce both the size and weight. It was first realized in 2000 with the 6HP from ZF Friedrichshafen. Like all transmissions realized with Lepelletier transmissions, the AWTF-80 SC also dispenses with the use of the direct gear ratio, making it one of the very few automatic transmission concepts without such a ratio.
It also has the capability to achieve torque converter lock-up on all 6 forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.

### Gearbox control

To reduce external wiring as well as to provide a constant environment for the transmission control module (TCM), it is located inside the transmission housing. Gear shifting is managed by a computer program that oversees a clutch-to-clutch actuation that allows one clutch engage the instant the clutch from the previous gear disengages. When idling and with the foot brake depressed neutral gear is selected automatically. This helps to reduce internal temperatures and improve the fuel economy.
Features :
| Maximum shift speed | 7,000/min | 6,500/min |
| Maximum torque | 350 N⋅m (258 lb⋅ft) | 400 N⋅m (295 lb⋅ft) |
| Torque converter diameter | 260 mm (10.2 in) | 260 mm (10.2 in) |
| Length | 358 mm (14.1 in) | 358 mm (14.1 in) |
| Weight | 90 kg (198 lb) | 90 kg (198 lb) |
Gear Ratio Analysis :
| With Assessment | With Assessment | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Count | Total Center | Avg. |
| With Assessment | With Assessment | Simple | Ravigneaux | Ravigneaux | | Count | Total Center | Avg. |
| Model | Version First Delivery | S$_1$ R$_1$ | S$_2$ R$_2$ | S$_3$ R$_3$ | Brakes Clutches | Ratio Span | Gear Step |
| Gear Ratio | R ${i_{R}}$ | 1 ${i_{1}}$ | 2 ${i_{2}}$ | 3 ${i_{3}}$ | 4 ${i_{4}}$ | 5 ${i_{5}}$ | 6 ${i_{6}}$ |
| Step | $-{\tfrac {i_{R}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{5}}{i_{6}}}$ |
| Δ Step | | | ${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$ | |
| Shaft Speed | ${\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{5}}}$ | ${\tfrac {i_{1}}{i_{6}}}$ |
| Δ Shaft Speed | $0-{\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}-0$ | ${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$ |
| Aisin AWTF-80 SC | 450 N⋅m (332 lb⋅ft) 2005 | 50 90 | 36 44 | 44 96 | 2 3 | 6.0494 1.6865 | 1.4333 |
| Gear Ratio | −3.3939 $-{\tfrac {112}{33}}$ | 4.1481 ${\tfrac {112}{27}}$ | 2.3704 ${\tfrac {64}{27}}$ | 1.5556 ${\tfrac {14}{9}}$ | 1.1546 ${\tfrac {112}{97}}$ | 0.8593 ${\tfrac {336}{391}}$ | 0.6857 ${\tfrac {24}{35}}$ |
| Step | 0.8182 | 1.0000 | 1.7500 | 1.5238 | 1.3472 | 1.3436 | 1.2532 |
| Δ Step | | | 1.1484 | 1.1311 | 1.0027 | 1.0722 | |
| Speed | -1.2222 | 1.0000 | 1.7500 | 2.6667 | 3.5926 | 4.8272 | 6.0494 |
| Δ Speed | 1.2222 | 1.0000 | 0.7500 | 0.9167 | 0.9259 | 1.2346 | 1.2222 |
| ZF 6HP | All · 2000 | 37 71 | 31 38 | 38 85 | 2 3 | 6.0354 1.6977 | 1.4327 |
| Gear Ratio | −3.4025 $-{\tfrac {4,590}{1,349}}$ | 4.1708 ${\tfrac {9,180}{2,201}}$ | 2.3397 ${\tfrac {211,140}{90,241}}$ | 1.5211 ${\tfrac {108}{71}}$ | 1.1428 ${\tfrac {9,180}{8,033}}$ | 0.8672 ${\tfrac {4,590}{5,293}}$ | 0.6911 ${\tfrac {85}{123}}$ |
| Step | 0.8158 | 1.0000 | 1.7826 | 1.5382 | 1.3311 | 1.3178 | 1.2549 |
| Δ Step | | | 1.1589 | 1.1559 | 1.0101 | 1.0502 | |
| Speed | -1.2258 | 1.0000 | 1.7826 | 2.7419 | 3.6497 | 4.8096 | 6.0354 |
| Δ Speed | 1.2258 | 1.0000 | 0.7826 | 0.9593 | 0.9078 | 1.1599 | 1.2258 |
| Ratio R & Even | $-{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ |
| Ratio Odd | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ | |
| Algebra And Actuated Shift Elements ||||||||
| Brake A | | ❶ | ❶ | ❶ | ❶ | | |
| Brake B | ❶ | | | ❶ | | ❶ | |
| Clutch C | | | ❶ | | | | ❶ |
| Clutch D | ❶ | ❶ | | | | | |
| Clutch E | | | | | ❶ | ❶ | ❶ |
| ↑ The AWTF80 SC-transmission is based on the Lepelletier gear mechanism, first realized in the ZF 6HP gearbox 1 2 Other gearboxes using the Lepelletier gear mechanism see infobox ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R$_1$ and, if actuated, C$_2$/C$_3$ (the combined carrier of the compound Ravigneaux gearset 2 and 3) Output shaft is R$_3$ (ring gear of gearset 3: 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 ↑ Ring 1: ring gear of gearset 1 ↑ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ↑ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ↑ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ↑ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset 1 2 3 4 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 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) 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) 1 2 3 4 5 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) 1 2 3 4 5 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) 1 2 3 From large to small gears (from right to left) 1 2 3 4 5 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) 1 2 3 4 5 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) ↑ First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only ↑ Blocks R$_2$ and S$_3$ ↑ Blocks C$_2$ (carrier 2) and C$_3$ (carrier 3) ↑ Couples C$_1$ (carrier 1) and S$_2$ ↑ Couples C$_1$ (carrier 1) with R$_2$ and S$_3$ ↑ Couples R$_1$ with C$_2$ (carrier 2) and C$_3$ (carrier 3) ||||||||

## Applications

Applications :
| Make | Period | Model |
| BMW Group |||
| BMW | 2014–2020 | i8 |
| BMW | 2015–present | 225xe Active Tourer (F45) |
| BMW | 2020–present | X1 xDrive 25e (F48) |
| BMW | 2020–present | X2 xDrive 25e (F39) |
| Mini | 2014–2017 | Cooper (F56/55) |
| Mini | 2015–2017 | Clubman (F54) |
| Mini | 2016–2017 | Countryman (F60) |
| Fiat Chrysler Automobiles |||
| Alfa Romeo | 2005–2011 | 159 |
| Alfa Romeo | 2005–2010 | Brera |
| Alfa Romeo | 2006–2010 | Spider |
| Fiat | 2005–2011 | Croma |
| Fiat | 2012–2019 | 500 |
| Lancia | 2008–2014 | Delta |
| Ford Motor Company |||
| Ford | 2005–2007 | Five Hundred |
| Ford | 2006–2012 | Ford Fusion (US) |
| Ford | 2007–2014 | Mondeo MkIV |
| Ford | 2006–2014 | Galaxy |
| Lincoln | 2006 | Zephyr |
| Lincoln | 2007–2012 | MKZ |
| Mercury | 2005–2010 | Milan |
| Mercury | 2005–2007 | Montego |
| General Motors |||
| Cadillac | 2005–2010 | BLS |
| Cadillac | 2009–2016 | SRX II |
| Chevrolet | 2008–2016 | Cruze |
| Opel Vauxhall | | Astra |
| Opel Vauxhall | | Vectra |
| Opel Vauxhall | | Signum |
| Opel Vauxhall | | Zafira |
| Opel Vauxhall | 2008–2017 | Insignia |
| Opel Vauxhall | 2014–2017 | Meriva |
| Saab | 2006–2014 | 9-3 II (FWD & AWD) |
| Saab | 2013–2014 | 9-3 III |
| Saab | 2010–2012 | 9-5 II |
| Hyundai |||
| | 2006–2014 | Veracruz |
| Jaguar Land Rover |||
| Jaguar | 2007–2009 | X-Type |
| Land Rover | 2006–2014 | Freelander 2 |
| Land Rover | 2011–2013 | Evoque |
| Luxgen |||
| | 2013–2015 | S5 2.0 T |
| | 2015-2019 | S5 ecohyper |
| | 2019–Present | S5 GT (GT 225) · 1.8 T |
| | 2014–2015 | U6 |
| | 2015–2018 | U6 ecohyper |
| | 2018–Present | Luxgen U6 GT (GT 220) 1.8 T |
| | 2016–Present | Luxgen M7 ecohyper 2.2 T |
| | 2016–Present | Luxgen U7 ecohyper 2.2 T |
| | 2019–Present | URX 1.8 T |
| Mahindra & Mahindra |||
| | 2015–present | XUV 500 |
| Mazda |||
| | 2005–2008 | 6 I |
| | 2006–2012 | CX-7 |
| | 2006–present | CX-9 |
| | 2006–present | MPV III |
| | 2007–2012 | 6 II |
| PSA Group |||
| Citroën | | C4 |
| Citroën | | C5 |
| Citroën | | C6 |
| Citroën | | DS3 |
| Citroën | | DS4 |
| Citroën | | DS5 |
| Citroën | 2010–2016 | Jumpy |
| Citroën | | C-Elysée |
| Peugeot | 2006–2008 | 307 |
| Peugeot | 2014–2018 | 308 |
| Peugeot | 2005–2010 | 407 |
| Peugeot | 2010–present | 408 (Saloon) |
| Peugeot | 2011–2018 | 508 |
| Peugeot | 2005–2010 | 607 |
| Peugeot | 2008– | 3008 |
| Peugeot | 2009– | 5008 |
| Peugeot | 2010–2016 | Expert |
| Renault |||
| | 2005–2009 | Vel Satis |
| | 2006–2010 | Espace |
| Suzuki |||
| | 2014–present | Vitara (FWD & AWD) |
| | 2015–present | Baleno |
| | 2017–present | Swift |
| | 2017–present | SX4 S-Cross |
| Toyota Group & Lotus |||
| Toyota | 2006–2008 | Previa (V6) |
| Toyota | 2007–2018 | Camry |
| Toyota | 2007–2017 | Aurion (V6) |
| Toyota | 2007–2012 | Blade (V6) |
| Toyota | 2007–2013 | Mark X Zio (V6) |
| Toyota | 2008–2016 | Highlander |
| Toyota | 2008–2017 | Alphard (V6) |
| Toyota | 2008–2018 | Avalon |
| Toyota | 2008–2018 | RAV4 |
| Toyota | 2009–2017 | Venza |
| Toyota | 2011–2016 | Sienna |
| Toyota | 2017 | ProAce |
| Lexus | 2007–2018 | ES350 |
| Lexus | 2010–present | RX |
| Lexus | 2015–present | NX200t |
| Lotus | 2012 | Evora (IPS) |
| Lotus | 2022– | Emira (V6) |
| Scion | 2011–2016 | tC |
| Volkswagen Group |||
| Audi | 2003–2013 | A3 |
| Audi | 2015–2018 | Q3 |
| Škoda | | Octavia |
| Škoda | | Rapid |
| VW | 2003–2010 | Transporter |
| VW | 2007 | Jetta |
| VW | 2009–2017 | Tiguan |
| VW | 2012–present | Passat |
| VW | 2019–present | Polo (MK5) (India) |
| Volvo |||
| | 2005–2014 | XC90 (FWD & AWD) |
| | 2006–2009 | S60 (FWD & AWD) |
| | 2006–2008 | Volvo V70 II (FWD & AWD) |
| | 2006–2008 | XC70 (AWD) |
| | 2007–2016 | S80 II (FWD & AWD) |
| | 2008–2016 | V70 III (FWD & AWD) |
| | 2008–2016 | XC70 II (FWD & AWD) |
| | 2009–2017 | XC60 (FWD & AWD) |
| | 2011–2018 | S60 II (FWD & AWD) |
| | 2016–2017 | S90 (FWD) |
| | 2016–2018 | V90 (FWD) |
| | 2011–2018 | V60 (FWD & AWD) |
| | 2011–2012 | S40 II (FWD) |
| | 2011–2012 | V50 (FWD) |
| | 2011–2013 | C30 (FWD) |
| | 2011–2013 | C70 II (FWD) |
| | 2012–2014 | V40 II (FWD) |
| ↑ with 3 cylinder engines (B37 · B38) ↑ with 3 cylinder engines (B37 & B38 FWD) ↑ Predecessor of Stellantis ↑ 1.9 JTDm · 2.4 JTDm · 3.2 JTS ↑ 2.4 JTDm · 3.2 JTS ↑ 2.4 JTDm · 3.2 JTS ↑ 1.9 JTDm · 2.4 JTDm ↑ 1.8 DI Turbo ↑ 3.5 L V6 ↑ 2.3 118 kW (160 PS) Petrol · 2.0 TDCi Diesel ↑ 2.3 118 kW (160 PS) Petrol (as standard gearbox) ↑ 1.9 D · 1.9 D (TST) ↑ 2.8 L ↑ US market · 2.0 L Turbo Diesel ↑ 1.9 TiD · 1.9 TTiD · Aero 2.8 L ↑ 2.2 d ↑ 1.8 T · 2.0 T ↑ 2.0 T ↑ 1.8 T · 2.0 T ↑ 1.6 THP · 2.0 HDİ ↑ 1.6 THP · 2.0 HDİ ↑ as Toyota U6xx · Toyota U760e ↑ 350 older models · 200t/300 new models ↑ 300 2018–present ↑ India, 2019 improvement ↑ D5 & D5 AWD · 3.2 · T6 & V8 AWD ↑ 2.4 D · D5 & D5 AWD · 2.5 T & R AWD (2006–2008) ↑ 2.4 D · D5 & D5 AWD · 2.5 T & R AWD (2006–2007) ↑ D5 & D5 AWD · 2.5 T · 2.5 FT · 3.2 · T6 & V8 AWD ↑ D4 AWD · D5 & D5 AWD · 2.5 T · 2.5 FT · 3.2 & T6 AWD ↑ D4 AWD · D5 & D5 AWD · 2.5 T · 2.5 FT · 3.2 & T6 AWD ↑ D4 AWD · D5 & D5 AWD · T6 AWD ↑ D5 & D5 AWD · T6 AWD ↑ D3 ↑ D3 ↑ D3 · D5 & D5 AWD · T6 AWD ↑ D3 · D4 ↑ D3 · D4 ↑ D3 · D4 ↑ D3 · D4 |||