The transmission in the GS 450h is the L110, built by Aisin. The L110F is the same thing, plus a transfer case on the end for AWD, used in the LS hybrid. The L210 is a variation used in the IS 300h, RC 300h, GS 300h (it may be just the L110 but missing the two-speed output gearing; it may be a longitudinal variation of one of the transverse hybrid transmissions). The LC 500h and coming LS 500h use the L310, which is generally similar to the L110, but with a four-speed planetary mechanical transmission on the output (rather than the two-speed of the L110).Can anyone point me to a dimensioned drawing of the GS450H?
The comment about the starter motor bump is a hint at the reason for much of the shape: it has to bolt to Toyota engines just as a conventional transmission does. That's why it has a flared front (bell housing section), even though there is no clutch or torque converter in there. Depending on where the transmission is to be mounted as an electric-only drive unit, I would consider checking if some housing trimming can be done to remove bulk around the front.I found the following buried on an OpenInverter forum post. I'll add it here in case someone else is searching too.
Source:Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)
Weight feels like in excess of 100kg, I'd say closer to 120-150kg.
The Lexus LS600h has an AWD version of it. Although they seem to be more rare.I’m also pretty interested in grabbing one of these drivetrains next time one appears at the junkyard near me. Or maybe finding a cheap GS450h on Craigslist and just converting it!
Big question! Is the GS450h really the only car with this drivetrain?
That depends on how specific you mean when you say "this drivetrain"...Is the GS450h really the only car with this drivetrain?
Yes, the GS 450h appears the only model with exactly the L110. All of the other variations listed above would be usable, but modifications done by others might not directly apply.The transmission in the GS 450h is the L110, built by Aisin. The L110F is the same thing, plus a transfer case on the end for AWD, used in the LS hybrid. The L210 is a variation used in the IS 300h, RC 300h, GS 300h (it may be just the L110 but missing the two-speed output gearing; it may be a longitudinal variation of one of the transverse hybrid transmissions). The LC 500h and coming LS 500h use the L310, which is generally similar to the L110, but with a four-speed planetary mechanical transmission on the output (rather than the two-speed of the L110).
No offense but you must not be very familiar with the very popular community that modifies Lexus SC300's and GS300's with turbocharged extremely high horsepower (650whp-900whp++) Toyota inline-six engines and who do exactly that up through 160mph or so in some of the crazier examples. The older SC chassis and suspension is 97% the same as a 90's Toyota Supra chassis and suspension which should explain why this is a thing. This has been and still is done in, as you put it "a goddamn Lexus".In any case, no one needs to be or ever will be travelling 156mph in a goddamn Lexus. Or 114mph. Moot point.
A two-speed gearbox can be an effective way to manage the wide range of operating speeds required of a fast car, and the ev-TorqueBox from Torque Trends is a suitable reduction box... but it is a single-speed product - it does not shift between two ratios. Within the Lexus range of hybrid transmissions, the range of speeds would be best accommodated by any of the models with internal output gearing (2 ratios in the L110; 4 ratios in the L310).Since it would take up far less space than a Toyota inline six engine and transmission there should probably be enough room to hook it up to a 2-speed transfer case such as from Torque Trends to solve the lack of gearing.
okay looks like i'd be better off with a small truck.. I just want to build a small camper, I was just wondering has anybody used the Tahoe hybrid transmission? Seems like a similar part. i'm trying to decide if using the 450H hybrid transmission is worth it since it seems to be oil cooled.Damien is definitely too busy to respond to individual project questions, he's solving big problems. He's said as much. He doesn't even have time to answer questions about people using his own hardware, if it can be avoided. And he's almost never here anymore (he hangs out on Open Inverter).
It's not rocket science. You take the drivetrain out of the lexus and you put it into your donor vehicle.
A Safari might be a poor choice because it's built vertically, with the engine more accessible from inside the cab through the doghouse than through the engine bay.
Also, a Safari is going to use like 1000 watt-hours per mile. The couple I've seen done reported about that kind of power draw. It's a 7 foot tall brick moving through the air.
That said, I don't know what would be a better choice. Safaris are a weird form factor to have to fit and engine and trans into and still be RWD (some are AWD).
You'll want to tune it to your particular motor.Why do i need to program it? Isn't Damiens board pre-programmed?
Err, no.So the Lexus inverters and the Lexus transmissions are not interchangeable? I thought i had read everything about them but i must have missed that. Let's dive into that.
In the "every square is a rectangle" paradigm, yes.I thought the board Damien makes was to get the gs450h gearbox to work with the gs450h inverter without the rest of the car around it.