TOYOTA SUPRA 3.0T A80 93-02 5-speed manual transmission

Toyota Supra A80 (1993–2002), the 5-speed manual transmission is a legendary but often misunderstood gearbox. While the 6-speed V160 gets the most glory, the 5-speed W58 served as the reliable backbone for the naturally aspirated (2JZ-GE) models.

1. Technical Specifications: The W58 Gearbox

The W58 is an aluminum-case transmission known for being one of the smoothest-shifting gearboxes Toyota ever produced.

• Manufacturer: Aisin AI

• Input Torque Rating: Approximately 250–300 lb-ft (safely).

• Gear Ratios:

  • 1st: 3.285

  • 2nd: 1.894

  • 3rd: 1.275

  • 4th: 1.000

  • 5th: 0.783

• Fluid Capacity: ~2.6 Liters of 75W-90 GL-4 or GL-5 gear oil.

2. Steel Plate vs. Aluminum Plate Design

If you are sourcing a replacement or inventorying this part, the production year matters for the internal strength:

• Pre-1995: Generally used an aluminum sandwich plate.

• 1995.5–2002: These versions transitioned to a steel sandwich plate, which is more desirable for enthusiasts because it reduces case flex and improves the longevity of the gear sets under higher loads.

3. Application & Compatibility

• Engine Pairing: Specifically designed for the 2JZ-GE (Non-Turbo).

• Turbo Swaps: While the W58 will bolt up to a 2JZ-GTE (Turbo) with the correct bellhousing, it is considered the “weak link.” Most owners will eventually “strip” 3rd gear if they push more than 400 hp through a W58.

• Clutch/Flywheel: The A80 W58 uses a pull-type or push-type clutch depending on the specific year and market (JDM vs. USDM). Always verify the slave cylinder orientation before purchasing a replacement clutch kit.

4. Market Value & Sourcing (2026)

As MK4 Supra parts continue to appreciate, the W58 has become a high-demand item for “NA-T” builds:

• Used Unit: Typically ranges from $1,200 – $1,800 USD depending on mileage and if it includes the shifter assembly.

• Full Conversion Kit: (Pedals, master cylinder, lines, flywheel) can fetch $2,500+.

5. Common Maintenance Issues

• 3rd Gear Syncro: The most common failure point. If the transmission “grinds” when shifting quickly into 3rd at high RPM, the synchronizer ring is likely worn.

• Input Shaft Bearing: A “whirring” noise that disappears when you press the clutch pedal often indicates a failing input shaft bearing.

• Shifter Slop: The original rubber shifter bushings disintegrate over 30 years. Replacing these with solid aluminum or bronze bushings is a highly recommended “while you’re in there” fix.

Technical Summary for Inventory