Cititind si recitind ceea ce ai scris, de... mi-a luat ceva pana te-am inteles, se pare ca esti aproape de o alta gafa monumentala.

Sa nu-mi spui ca nu stii ce fel de diferential ai pe GT. Sa-ti spun eu: ca vasco-cuplaj. Pe ala l-au inlocuit. Unde este contradictia in mesajul citat de tine?

In locul tau m-as opri. Discutia tinde sa devina jenanta iar tu o contiunui cu stoicism. Acum o jumatate de an criticai fara intrerupere torsenul, iar acum se pare ca Subaru a mai strans ceva bani si este gata sa monteze acest diferetial pe cateva masini de editie limitata.

faptul ca Porsche 91 a avut pana anul acesta AWD cu vasco-cuplu si ca Lamborghini inca foloseste tot vasco-cuplu atat pe Murcielago cat si pe Gallardo nu este de ignorat.

At the center of the Carrera 4’s intelligent all-wheel drive is a viscous clutch that reads traction at all four corners and instantly transfers an additional 5 to 40 percent of the engine’s power to the front axle for maximum grip, even on changing road surfaces. The multiple-disc clutch consists of a series of interleaved plates. The space between these plates is filled with a high-viscosity silicone fluid. If the front and rear axles begin to rotate at different speeds, the frictional properties of the silicone fluid cause torque to be directed towards the plates that are rotating more slowly. At least 5 percent of drive torque is applied to the front wheels at all times. Under daily driving conditions, the average rear/front torque split is approximately 65/35, resulting in laser-true tracking at speed and unprecedented control through the tightest corners.
http://www.porsche.com/usa/models/911/911-...cs/?gtabindex=2

To transfer this power to the road, the new 911 Turbo features a redesigned all-wheel-drive system, with an electronically controlled multi-disc clutch replacing the previous model’s viscous clutch. Porsche Traction Management (PTM) allows variable power distribution fore and aft, and depending on conditions, the system’s electronics constantly determine optimal torque distribution to ensure ideal traction. In use, PTM provides exceptional agility on winding roads, outstanding traction in inclement conditions, and impressive active safety even at higher speeds. Though powerful, the 911 Turbo’s PTM setup is one of the lightest all-wheel-drive systems on the market.

se pare ca Haldex-urile sunt insa preferate in zilele noastre mai ales ca au devenit mai eficiente la transferul de puteri mari. (Veyron-ul are un super Haldex, Porsche 911 l-a introdus de asemenea). dar asta nu inseamna ca Haldexurile mai vechi sunt mai bune decat vascocuplurile de la Subaru si performantele in aceeasi clasa sunt mai bune pt. Subaru ( nu in ultimul rand si pt. ca sunt mai usoare decat omoloagele de la VW). E adevarat ca la aceeasi greutate ( ex. Legacy spec B este la fel de rapid ca un Golf R32) rezultatele sunt similare.

1) Dar gafele tale te intriga ? Ma intriga pe mine, Iulian, etc.

3) Contradictzia ? He he...e rusinos. Adutzi aminte ce ai declarat despre diferentzialul central cu visco-cuplu la Subaru in ceea ce priveste ESP-ul. Subaru are acum visco-cuplu pe centru, Torsen pe spate si ESP. E rusinos, repet, sa evitzi intrebarea si sa incerci sa o ametzesti pina cind se lasa celalalt pagubas.

Bucura-te de EDL-ul de la AUDI. De controlul tractziunii sofisticat care il are masina. Si de frinele incinse. Sincer ma sperie treaba ca la un moment dat imi pot fi decuplate frinele pentru ca se incing. Gindeste-te ca pot lucra la greu frinind rotzile - urcind o panta pe zapada la munte...si la un moment dat...GATA !

http://www.infinitihelp.com/Infiniti/Model...Description.htm
The 2007 Infiniti G35 is available in five models – G35, G35 Journey, G35x AWD, G35 Sport and G35 Sport 6MT. In addition to the long list of standard and available equipment on the G35, G35 Journey and G35x AWD models, the G Sport models add drilled aluminum pedals, magnesium paddle shifters (on AT model), sport seats and upgraded brakes, sport-tuned suspension and Viscous Limited Slip Differential.

Since late 1998, Volkswagen replaced the viscous-coupling Syncro system with a new system called "4motion". First shown in Audi TT and Golf 4motion, the new system uses a multiplate clutch center differential developed by a Swedish company, Haldex, and computer software from the Austria 4wd specialists Steyr-Daimler-Puch. At this moment, it is only offered for the transverse-engined Golf IV platform, but there is no technical reason prevent it from applying to Audi's longitudinal-engined models.
The Haldex center differential is similar to Porsche 959's PSK system mentioned in the above, it is only smaller, simpler and cheaper thus making mass production feasible. The center differential is mounted near the rear axle and just in front of the rear differential. As shown in the picture below, its clutch consists of 6 discs ....
They are immersed in oil bath to reduce friction. Actuation is made by hydraulic pressure. Normally the input and output shafts rotate with a speed difference (could be implemented by different final drive ratio), therefore the discs are rotating relative to each other. When no pressure is applied, the clutch is not engaged thus torque will not be transferred to the rear axle. Increase the pressure on the multiplate clutch, the latter will be partially engaged, thus sending torque to the rear axle. The more the clutch engages, the more torque transfers to the rear axle.
Computer determines how much torque to be sent to the rear wheels. Normally it is 50 : 50, but in tight corners when wheels on one of the axles is slipping, the driver can easily feel the torque is transffering from one to another axle. Volkswagen claimed 100% torque could be sent to either axle.
Compare with 959's unit, Haldex's unit has 7 fewer discs in the clutch. This makes the Haldex unit more compact and cheaper. The down side is not capable to handle as much torque (959 had 369 lbft, Audi TT has 206 lbft). Besides, 959's discs were organised as 6 pairs of independent clutches, each actuated by individual hydraulic actuator. The Haldex has just one actuator acting on all six discs, again, this saves weight and cost. However, I suspect if it could vary the amount of torque split as precise as independent clutches.
Based on the journalists comment about the handling of Audi TT and Golf 4motion, it seems that the 4motion system performs even better than the traditional Torsen-differential Quattro. The age of Torsen Quattro is passing away.

Fiti atenti ce frumos vorbeste cineva mai avizat (cel putin asa cred) decat noi despre Haldex:

Being the master of 4-wheel drive, Audi always insists to use the most effective system despite of pricey. Its Quattro 4WD system uses a pure mechanical LSD, Torsen differential.
Torsen, means "torque-sensing", was invented by an American company calls Gleason Corporation. Its slip-limiting ability is implemented by cleverly using worm gears / worm wheel pair. This pair has a special characteristic : driving torque can be transfered from worm wheel to worm gear, but not reverse. Otherwise they will be locked up. It is such characteristic limit slip.
The left hand side picture explain how the Torsen differential works. In normal cornering, i.e., no tyre slip in any wheel, Torsen differential provides the same function as a normal differential. The addition of worm wheel / worm gear pair does not affect speed difference between output shafts. For instance, if the car turns left, the driveshaft to right wheel runs faster than the differential housing, while the driveshaft to left wheel runs slower than the differential housing. The speed difference between left and right worm wheels can be exactly matched in the synchromesh gears. Note that the worm gears / worm wheels pair do not lock up because torque is transfered from worm wheels to worm gears.
When one of the wheels, say the right wheel, loses traction due to poor road surface or whatever reason, the worm gear / worm wheel pair get into effect. At the instant just before they become effective, one must know that by the basic differential theory no torque will be sent to the left wheel, which is with traction. Instead, all the torque will be sent to the spinning right wheel. Then, the fast-rotating right worm wheel will drive its worm gear, through the synchromesh and drive the left worm gear. Now, do you still remember the basic characteristic of worm gear / wheel pair ? Well, when worm gear drives worm wheel, they will be locked up. As a result, the left worm gear and right worm gear are actually locked together, thus wheels on both side will rotate at the same speed and get the car out of the lose of traction.
Characteristic of Torsen-equipped 4WD
Except the first generation Quattro system that appeared in the early Quattro coupe, most of the subsequent Quattro systems used Torsen differential in center and rear axles. This is rather expensive. However, Torsen-equipped 4WD has many advantages. First of all, its pure mechanical parts react almost instantly to tyre slip. Secondly, it provides linear lock-up characteristic. Thirdly, it is a strictly permanent 4WD system. In normal condition, torque split between front and rear wheels is 50 : 50 ( other ratio is also possible, depends on the pitch of worm gears. ).
Apart from Audi, nearly no other car makers adopted Torsen LSD mainly because of cost problem. Toyota's rally ace, Celica GT4 is one of the few exception. It used Torsen in the rear axle. This might be part of the reason why it was so expensive over competitors.
Who use it :

o Audi Quattro system
o Toyota Celica GT4 ( rear differential only )
o Hummer

Viscous Coupling differential
Viscous Coupling center LSD is commonly used in many simple 4WD system. One of the earliest examples was Volkswagen's Syncro system, which is still using in today's Golf and Audi A3.
Inside a viscous coupler as shown in the right hand side picture, there are many circular plates positioning very close to each other. Both drive shafts connect to roughly half of the plates in an alternating sequence as shown. The sealed differential housing is fully contain of a high viscosity liquid, which has a strong tendency to "visco" those plates together.
In normal condition, front and rear axle run at roughly the same speed so the plates and viscous liquid are relatively stable to each other. When tyres slip occurs in one of the axle, that means the alternating plates run at different speed, viscous liquid will try to visco them together. As a result, torque is transferred from the faster driveshaft through the liquid to the slower driveshaft. The greater the speed difference, the larger the torque transfer. As a result, limited slip function is implemented.
Characteristic of Viscous Coupling center differential
Note that Viscous Coupling LSD is a speed-sensing device : under no-slip condition, no torque will be sent to another axle. Whenever slip occurs, theoretically up to 100% torque can be sent to any axle, depending on the traction difference between front and rear axle. Therefore it is a part-time 4WD.
Being a part-time 4WD, it does not have the neutral steering of a permanent 4WD can obtain. For rear-wheel drive cars such as Porsche 911 Carrera 4 and Lamborghini Diablo VT, this is not a real problem, as I have already mentioned the desirability of controlled oversteering. However, for other front-wheel drive-based cars like VW Golf and Volvo 850 AWD, the part-time 4WD can do nothing to correct their understeering manner. This is the first disadvantage.
The next problem is the delay before the 4WD get into effective. Since viscous liquid is not a fixed medium (unlike gear), it takes time and speed difference to be effective. The function between speed difference and torque transfer is an exponential function - that means in the early stage of slip, torque transfer remains near zero.
To cure this problem, most manufacturer varies the final drive ratio so that introduce a slightly speed difference even in normal condition. As a result, the car actually runs with 95 : 5 torque split between front and rear. This shorten the delay time. However, it is still impossible to match the pure mechanical Torsen LSD.
It might be less effective than Torsen system, but it is certainly the cheapest, so we can find it in many mass production 4WD cars.
Who use it ?

o Volkswagen Syncro
o Lamborghini Diablo VT
o Porsche 911 Carrera 4 (993) and 911 turbo (993)
o Volvo 850 AWD

Viscous Coupling Differential Lock
While Torsen 4WD is too expensive, Viscous Coupling LSD is part-time only, most 4WD cars, including the rally aces Celica GT4, Subaru Impreza, Mitsubishi Lancer and Ford Escort RS Cosworth adopted another kind of center differential - basically it has a regular center differential which distribute torque to front and rear under normal condition, an additional Viscous Coupling Differential Lock provides anti-slip function when needed.
Characteristic of this system
The Viscous Coupling Differential Lock is virtually the same as what we have learned earlier, therefore it also has slightly delay and non-linear characteristic. However, in reality this might not be as serious as we thought, otherwise it would be impossible that all the top rally cars use it. Moreover, Viscous Coupling Differential Lock system is lighter and cheaper than Torsen system, while having superior effectiveness over the part-time Viscous Coupling LSD system.
Who use it for center LSD :

o Lancia Delta Integrale (with Torsen in rear axle)
o Ford Escort RS Cosworth (with Viscous Coupling LSD in rear axle)
o Mitsubishi Lancer GSR, Eclipse GSX and 3000 GT VR4. (with Viscous Coupling LSD in rear axle)
o Subaru Impreza and Legacy manual versions (with Viscous Coupling LSD in rear axle)
o Toyota Celica GT4 (with Torsen in rear axle)
o Bugatti EB110

toate diferentialele transfera puterea cumva... ideea este cum o face. RS-urile au probabil LSD si pe punti.

The RS4's quattro 4WD system is also heavily modified. The center Torsen differential is now biased 60:40 in favor of the rear wheels, although 100 percent of the engine's available torque can be sent to either axle at any time as needed. There's a hypoid gear differential on both axles to distribute torque to the wheels and the whole system is backed up with a two-stage stability control system that even wipes the brakes rotors for you in the wet.

Asa ca Subaru AWD e mai bun ca Haldex pentru ca e permanent.

sa fim seriosi... vrei 4wd iti iei un 4wd, nu surogat cu electronice. asta inseamna punte fata/spate, diferential central, reductor, mrl-uri, blocante fata/spate. astea or sa bata oricind sistemele electronice, asta in cazul in care este un sofer in masina.

awd-ul te ajuta doar iarna si doar teoretic. mult mai buna e o masina echipata cu pneuri de iarna si cu esp decit un awd si pneuri normale.

pe uscat AWD ajuta demarajul numai la motoare cu puteri peste 180-200CP, fata de FWD, ca fata de RWD ( la aceeasi greutate si putere) nu prezinta nici un avantaj, ba chiar e un dezavantaj la viteze peste 40-50km/h ( pana pe la 440km/h AWD are un avantaj. la masini cu putere peste 4-500CP AWD e cam obligatoriu, desi M5 cu 500CP si RWD "begs to differ".

･ One way L.S.D. specially suited for front wheel drive cars and 4WD car front axles.
Activates under acceleration, and acts as a true LSD when the throttle is off. A great chance for improved lap times.
A CUSCO original design.
･ 1.5 way LSD
Activates under acceleration while the understeer is less than on the 2 way LSD.Recommended for drivers having difficulty with 2 way LSD understeer and one way LSD braking.
･ Two way LSD
Recommended on the rear axle for rear drive cars. Activates on both acceleration and deceleration. Recommended for those who
prefer hot driving action and big angle drift.

Corect, dar aici se vorbea despre AWD nu 4WD - adica sistemele care asigura cea mai mare stabilitate pe sosea cand alergi, nu in offroad.

Aceeasi problema: AWDul nu e doar pentru iarna / noroi / offroad, are alte scopuri decat 4WDul...

@f1anatic, eu vorbeam exclusiv de masinile de peste 500 cp de care a amintit Iulian, nu am zis ca AWD-ul nu are avantaje ci doar ca nu e deloc obligatoriu awd-ul pe masini de peste 500 cp.