Toyota's all-new Prado looks like the dust is about to settle. With a starting price of more than 400,000 yuan ($57,445) in the North American market, it seems unlikely that the "national version" of the new Prado will be priced below 400,000 yuan. After all, from the perspective of the three major parts, there is basically no difference between the domestic new Prado and the overseas version. Even according to the consistent pricing strategy, the final domestic pricing may be slightly higher. Of course, today is not to talk about how much the new Toyota Prado will sell in China. It's about whether it's worth it. As a fuel vehicle in a broad sense, to discuss its value, of course, we have to start with three major parts. We've all talked about the engine and chassis before. The rest is this longitudinal 8AT gearbox.
Toyota's longitudinal Aisin 8AT transmission is actually not conspicuous, first of all, it is far less widely used than its own horizontal 8AT. Secondly, the market king of multi-gear longitudinal gearboxes is always ZF 8AT. In fact, high-end SUV models under brands such as Volkswagen and Audi also used Aisin's longitudinal 8AT in the early days. But then he didn't come by accident and switched to ZF 8AT. In addition, inside Toyota, even the Lexus brand does not need to use a longitudinal multi-speed AT gearbox. So Toyota's longitudinal 8AT is not well known.
However, with the application of Toyota TNGA-F, a longitudinal non-load-bearing body platform, the longitudinal 8AT has also been given a chance to play again. After all, the 6AT of the previous generation Toyota Prado is no longer out of date, both from the point of view of age and matching power. However, is the debut of 8AT a last resort, or is it appropriate? Let's start with why customers prefer ZF 8at.
Although the high-end models of the entire Volkswagen Group have been adjusted in the choice of gearbox, there are other non-technical reasons. But from a technical point of view, ZF's longitudinal 8AT transmission may already be the design limit of the eight forward gears. This is because ZF completely abandoned the previous technology accumulation and redesigned a set of 8AT based on four single-row planetary structures, as well as two brakes and three clutch structures. In contrast, the Aisin 8AT still maintains a three-planetary structure, which is completely based on its own excellent 6AT gearbox. The downside is that the Aisin longitudinal 8AT requires more clutch structure to operate. As a result, the Aisin 8AT is difficult to compete with ZF in terms of transmission efficiency. At the same time, it also includes problems such as more complex design, low structural reuse rate, and heavier gearbox as a whole.
Here are two of the simplest examples. First of all, the ZF 8AT has a relatively uniform gear drop. In addition, it is mostly matched with mid-to-high-end models, and with the support of engine torque, the first gear of ZF 8AT is not even commonly used, but will quickly switch to second gear, and the whole process is relatively smooth and efficient. Correspondingly, the Aisin 8AT has a relatively larger gear drop ratio regardless of whether it is transverse or longitudinal. If you are dealing with a naturally aspirated engine, the frustration is even more pronounced. Even when paired with a turbocharged engine, it is very difficult to tune. This is one of the technical reasons why the Klook of the Aisin longitudinal 8AT is getting narrower and narrower.
Of course, the second point is more important. That is, the personality orientation of the two gearboxes. Due to its more efficient and concise structure, coupled with the gearbox design that pursues a higher degree of integration, the ZF 8AT is naturally more suitable for cars that pursue sportiness and performance. For example, its ability to jump gears is theoretically better than Aisin's. Not to mention that if you want to tune the Aisin 8AT to close to ZF's jumping ability, you need to spend more effort on the operating logic. Therefore, most of the models that match the Aisin 8AT gearbox are "honest" in character. But then again, because the ZF 8AT has a too lively personality, it is also very "eating" tuning. So they all match its 8AT, and the performance is easy to be very different, which is another topic.
Through the previous introduction, it seems that ZF is indeed a veritable longitudinal 8AT king. So is Aisin's longitudinal 8at just an option for Toyota to entertain itself? This one is clearly negative. If we take a look at the technical characteristics of Aisin 8at, we can find that whether it is technical convergence or original design intention, it insists on making a fuss about stability, maturity and reliability. Don't underestimate this ability and think that Toyota is just copying its own homework. Taking ZF as an example, even if its design and final loading effect on the longitudinal 8AT have withstood the test. But when ZF brought the "talent" to the transverse 9at, it almost pulled the big manufacturers in Europe, Asia and the United States into the water. In the end, relying on the continuous adjustment and optimization of a number of car companies, it took nearly 10 years of work to barely "qualify".
Returning to the Aisin longitudinal 8at, maturity and stability are of course advantages. Especially when it comes to matching hard-core off-road SUVs with extremely distinctive tool attributes, as well as models such as pickup trucks. Obviously, the all-new Toyota Prado is a product that fits this kind of user portrait. Toyota started with 4AT and developed all the way to 8AT, which is basically a continuation of a complete set of technical routes. To some extent, Toyota's huge sales base, as well as this technological iteration process, have contributed a strong endorsement to its stability. The only technical problem is the drop of the gear ratio. Even if it is equipped with 2The 4-liter turbocharged engine still cannot be ignored.
However, the all-new Toyota Prado is not only driven by an internal combustion engine, it also has a P2 motor system. The intervention of the motor output can obviously fill the potential frustration when switching between low gears, and it can be regarded as the last piece of the puzzle. As for extending a little further, the P2 motor will increase the pressure in the space. Not to mention whether the Prado, which has a longitudinal platform, will be careful about the spatial layout. Referring to the practice of the new Crown, the latter directly omits the torque converter structure of the traditional AT gearbox due to the intervention of the electric motor. A similar operation has been previously verified by Mazda. In short, the longitudinal space of the gearbox is not a central issue for the new Prado.
There is never a one-size-fits-all technical solution, only the most suitable technical choice for a certain scenario. If we say that the more familiar Aisin transverse 8AT, with more gears, and more economical**, it is suitable for the majority of models other than Toyota. So in the higher-end longitudinal AT gearbox stage, when we are familiar with the needs of seeking speed and coolness, Aisin's robustness and reliability have given a new breaking point. Perhaps the Aisin Longitudinal 8AT will not be able to shake ZF's market dominance, but in the new Toyota Prado, it has undoubtedly found its most suitable stage.