anything that distributes and sends a variable amount between the front and rear axles is a center diff in my book. Haldex is pretty much the same thing only it’s located in the front of the car because that’s where the trans is on fwd bias vehicles.
Perhaps - but the spirit behind the term "center diff" is that it's an additional diff - obviously you need front and rear diffs if you are to drive all four wheels so those are implied, the center diff is a third diff...something that systems like the Haldex do not have.
So what’s the difference then between the auto4 setting and awd?
That IS true. As we just finished discussing - both the Jeep and GM "Auto 4WD" systems, when not compensating for wheel slip, sit with the front axle clutch engaged, but not transmitting any torque.
This is really entertaining.
So, apparently there is a "spirit" behind the use of the term "center diff", but there is no spirit behind the terms "AWD" and "Auto 4WD" - they are defined only as TheRaven has stated above.
wait that’s your source of data? An over simplified marketing video?
Clutch torque applied does not directly correlate to engine torque being transmitted. An amount of torque is necessary just to move the clutch...that doesn't mean the clutch is any percentage engaged.
Just read the entire thread, I do not see where anybody refuted that with any data.
I did not say that it ONLY activates through wheel slippage...and I suppose it depends on what you mean by "mostly" but based on what I would say is a reasonable definition, it's not true that it's mostly a throttle-based system. The system does take into account, and CAN activate solely on throttle position, but relative wheel speed deviation is a primary activator.
That RDX is one of the exceptions to Acura's otherwise pretty solid AWD system. It's a really dumb system that is neither "AWD" nor "Auto 4WD". It works by REDUCING ENGINE OUTPUT rather than changing where the power is going. Acura got real creative with marketing a system that is closer to ABS than it is AWD. It didn't last long as new RDXs use the real-deal.
ok so you entire theory is that real awd might send 10% of power during steady state cruising
There are some people who will just never be able to reason that something may not work the way they think it does. They'll spout a bunch of stuff, and possibly even try to give you an English lesson along the way. Sometimes it's just best to let them be.
The 10% you are referring to is the torque from the motor, and the 6% you are referring to is the torque applied to actuate the clutch...those figures are unrelated (i.e. 6% clutch engagement does not correlate to 6% of power transmitted). In order for a clutch to dis-engage, there must be space between the plates. To close those gaps, the clutch has to start to engage, which means torque is required...but some amount is needed just to do that. So if you look at the spectrum of torque needed to completely engage (or "lock") the clutch as 0-1000, there is some number in that spectrum that is the point at which the clutch starts to transmit power. Maybe it's 50, maybe it's 400. It appears that in this case it's just north of 220nm.
You need to look in the mirror...or maybe don't pretend you want something explained only to get mad when you learn you weren't right.There are some people who will just never be able to reason that something may not work the way they think it does. They'll spout a bunch of stuff, and possibly even try to give you an English lesson along the way. Sometimes it's just best to let them be.
So what you’re stating id that 60nm is whats required to overcome the clutch plate spring pressure, but then it doesn’t send any power to the front until a certain pressure point which could be around 220nm. I mean friction:pressure is relatively linear. If 60nm is exactly enough pressure to just make contact, then 61nm is going to start sending power to the front.
Oh, don't make any supposition that I'm mad in any way at all. On the contrary, I find you delightfully entertaining, but that's about it.
