The gear tooth counts are as follows:

S1 = 42, R1 = 110;
S2 = 42, R2 = 110; (gear #2 is geometrically identical to gear #1)
S3 = 91, R3 = 133;
S4 = 42, R4 = 86

S-Sun gear;
R-Ring gear;

Legend:
A : Dog Clutch (couples r1+s2 with input shaft)
B : Clutch (couples s1 with input shaft)
C : Brake (blocks s1 sun gear)
D : Brake (blocks r2 ring gear)
E : Clutch (couples c3+r4 with input shaft)
F : Dog Brake (blocks s3+s4 sun gears
1. If the ring gear is grounded by the use of a brake, the sun gear is the input and the carrier is the
output, the ratio of this arrangement is S+R/S or 3.4, i.e. the carrier is rotating 3.4 times slower
than the sun gear. Therefore in this configuration output is underdriven with respect to the input.
If the carrier is the input, and the sun gear is the output, then the output is overdriven by the same
ratio.
2. If the sun gear is grounded, the ring gear is the input and the carrier is the output, the
ratio of this arrangement is S+R/R or 1.417, i.e. the carrier is rotating 1.417 times slower than the
ring gear. If the carrier is the input, and the ring gear is the output, then the output is overdriven
by the same ratio.
3. If the planetary carrier is grounded, the sun gear is the input and the ring gear is the output, the
ratio of this arrangement is R/S or -2.1875, i.e. the ring gear is rotating 2.1875 times slower than
the sun gear and in the opposite direction. Therefore this arrangement provides a reverse
underdrive gear. If the ring gear is the input and the sun gear is the output, this arrangement
becomes a reverse overdrive, and who needs a reverse overdrive?

First gear

First gear is achieved by engaging shift elements A, F, and D. In this configuration gear
sets 1, 2, and 3 are used in series as underdrives, gear set 4 is just along for the ride. The sun gear
of gear set 3 is connected to the input, and the ring gear is grounded, which leads to the carrier
going slower than the input.
The carrier is in turn connected to the ring gear of gear set 2, while the sun gear for gear set
2 is grounded, causing the carrier of gear set 2 to be further under driven. Since the planetary
carrier of gear set 2 is connected to the ring gear of gear set 1, and the sun gear of gear set 1
is connected to ground as well, the transmission output is underdriven even more. The overall
ratio is:
 S3+R3 S2+R2 S1+R1 224 152 152 =4.700
1st= =
S3 R2 R1 91 110 110 (1)

Second gear
An upshift to second gear is achieved by turning friction brake D off and engaging friction
brake C, i.e. shift elements A, F, and C are engaged. Now gears sets 1, 2, and 4 are used as a
cascaded series of underdrives. Operation of gears sets 1 and 2 is identical to the first gear, gear
set 4 acts as an underdrive, while gear set 3 is along for the ride now. Gear set 4 acts as an
underdrive because the transmission input is connected to the ring gear, the sun gear is held
stationary by brake C, and the planetary carrier is the output. This leads to a ratio of:

S4+R4 S2+R2 S1+R1 128 152 152 =2.8419

2ndgear= =
R4 R2 R1 86 110 110 (2)

Third gear
The upshift to third hear is accomplished by releasing brake C and engaging clutch B. This
operation causes both the ring gear and the sun gear of gear set 4 to be connected to the input,
therefore the planetary carrier also turns at the same speed as the input. Since the planetary
carrier of gear set 4 is connected to the ring gear of gear set 2, they both turn at the same speed,
i.e. the input speed. The operation of gear sets 1 and 2 is unchanged, and they act as cascaded
underdrives, yielding a gear ratio of:

S2+R2 S1+R1 152 152 =1.9094

3rdgear= =
R2 R1 110 110 (3)

Fourth gear
By releasing clutch B and engaging clutch E, the transmission up shifts to 4th gear, i.e.
shift elements A, F, and E are engaged. This action connects the ring gear of gear set 1 to the
input, while the sun gear is connected to ground, setting up a straightforward underdrive ratio of:

S1+R1 152 =1.3818

3rd= =
R1 110 (4)

At this point, the 4 gear ratios have been achieved by leaving the 2 dog” elements engaged,
and cycling through the 4 friction elements – and the shifts between these gears are therefore
expected to feel normal”. At this point, the vehicle is going at 30-35 mph and the shift to gear 5
is coming up, and things get a little interesting.

Fifth gear
To achieve fifth gear, dog brake F needs to be disengaged. This now leads to a brief
torque interruption because as brake F is disengaged, the transmission is in Neutral and engaging
the frictional element B prematurely would just lead to wear and tear on the transmission for no
reason.
 At this point the transmission ECU and engine ECU are working in tandem to get this
upshift done as quickly as possible. The ratio calculation is fairly trivial though, all 4 gear sets
are turning at the speed of the input. Why? Because engaging elements A, B, and E means that:

-The ring gear and the sun gear of gear set 4 are connected to the input, i.e. the planetary
carrier spins at the same speed as the input;
- Consequently, the sun gear and the planetary carrier for gear set 3 are spinning at the same
speed as the input, i.e. the ring gear gears for gear sets 2 and 3 are turning at the same speed as
the input.
- Through shift element E, the carrier of gear set 2 is turning at the same speed as the input,
therefore the sun gear of gear set 2 (which is also the sun gear for gear set 1) is spinning at
input speed.
- Since the ring gear and the sun gear of gear set 1 is turning at the same speed as the input,
the planetary carrier which is the transmission output is turning at input speed.

The ratio therefore is quite simply

5th=1.000 (5)
Sixth gear
So far, things have been pretty simple but now the magic begins where planetary gear sets
are going to act as mixer” modules, i.e. the input and output turn at different speeds, but the
reacting or grounding member is also turning at some speed. The upshift to sixth gear is achieved
by releasing clutch B and engaging brake C. This causes gear set 4 to act as an underdrive just
like second gear, therefore ring gear of gear set 2 is turning at a speed which is approximately 1.5
times slower than the input speed.
The difference between second gear and sixth gear is that brake F is disengaged andclutch E
is engaged, which means that the common sun gear for gear sets 1 and 2 is spinning
at approximately 1.85 times faster than the input. This sets up a kinematic state for gear set 1
where the ring gear is turning at the same speed as the input but the sun gear is turning at 1.85
times the speed of the input, therefore the carrier has to spin at approximately 1.25 times faster
than the input speed – overdrive!. Since the B&B do not deal in approximations, the exact ratio
is:

S4 R2 S1
6th= 1+
=0.8081 (6)
S4+R4 S2 R1+S1
Seventh gear
As sixth gear shows us, an underdriven ring gear of gear set 2 sets up an overdrive,
seventh gear kicks it up a notch by underdriving the ring gear of gear set 2 even further. This is
accomplished by releasing brake C and engaging brake D. The sun gear of gear set 3 through
clutch A is connected to the input, while the ring gear is connected to the ground via brake D,
which means that the carrier spins 2.46 times slower than the ring input, and the carrier is
connected to ring gear of gear set 2.
Therefore gear set 3 is in the same kinematic state as it is in first gear. This sets up a
kinematic state for gear set 1 where the ring gear turns at the same speed as the input, but
the sun spins at a speed that is 2.85 times higher. Therefore at 2000 rpm engine speed, the sun
gear of gear set 1 is spinning at 5700 rpm. A dog brake has essentially 0 parasitic losses, while
a friction brake would have cost about a 0.2 horsepower drag. The ratio is:
 R3 R2 S1
7th= 1+
=0.6995 (7)
S3+R3 S2 R1+S1
Eighth gear
Eighth gear is achieved by closing brakes C and D at the same time, while disconnecting
clutch A. At this point in time, the torque levels are low enough that in my humble opinion only
the most discerning driver would be able to feel the torque interruption. This causes gear sets 3
and 4 to stop turning entirely, therefore the ring gear of gear set 2 is grounded. This causes
the sun gear for gear sets 1 and 2 to spin faster – 3.65 times the input speed and sets up another
over drive ratio:

R3 R2 S1
8th= 1+
=0.5802 (8)
S3+R3 S2 R1+S1
Therefore at 2000 rpm engine the sun gear for gear sets 1 and 2 is turning at 7300 rpm. But we
are not done yet – things turn faster.

Ninth gear
If underdriving the ring gear of gear set 2 set up 2 overdrives, and grounding it set up
another one, there is only one thing left to do, spin it backwards. Ninth gear does exactly that –
by connecting clutch B and by the virtue of the fact that the ring gear for gear set 4 and the sun
gear for gear set 3 are linked together, we have a very interesting kinematic state. Sun gear of
gear set 4 spins at the input speed, the carrier for gear set 4 spins backwards at approximately
half the input speed, and the ring gear turns backwards at 1.2 times the input speed. This means
that the ring gear for gear set 2 is now spinning backwards at approximately half the input speed.
The sun gear of gear sets 1 and 2 is now turning at 4.95 times the input speed. If the car is going
at 85 mph in the 4 cylinder engine variant at an engine speed of 2000 rpm, this little gear is going
at any eye watering 9500 rpm. The use of a dog brake at F instead of a friction brake is
saving 0.4 hp or about 0.4 miles per gallon, the ratio is

R4R3 R2 S1 =0.4792
9th= 1+
(9)
R4R3S4S3 S2 R1+S1
The interesting thing about the Ninth gear is that there are parts in the transmission
spinning backwards to send you forward.

Reverse gear
Reverse and 9th have the same kinematic states for gear sets 3 and 4, i.e. the ring gear for
gear set 2 turns backwards at approximately half in the input speed. But gear sets 1 and 2 are
switched over to an underdrive configuration which is identical to the configuration in First gear,
i.e. brake F is engaged. The ratio is therefore:
S4 S3 R4 R3 S2+R2 S1+R1
Rev=
S4 S3 R2 R1 =3.8049 (10)