[svxistentialist]

Originally Posted by Trevor

In respect of the JDM box with VTD clutch, a signal providing maximum energised time and current to the normally open solenoid “C”, will increase transfer control pressure by closing a bleed. This causes the LSD clutch to be engaged, resulting in front rear drive virtual lock up. This can proven by inserting the control fuse.

Failure of solenoid valve “C”, will result in the clutch not becoming engaged and therefore drive in accordance with the mechanical ratio, i.e. front 36.4%, rear 63.6%.

The US arrangement incorporates a normally closed solenoid “C”, so that a similar control signal, reduces control pressure by opening the solenoid and creating a bleed. Consequently the clutch is not operated and there is no rear wheel drive.
Failure of solenoid valve “C”, will result in the clutch operating and front rear binding.

These alternative arrangements in respect of solenoid valve configuration, prevents the need for mechanical alterations in respect of the hydraulics used in the two systems, as has been proposed by Harvey.

Cheers, Trevor.

Thanks for expanding on these points Trevor.

Between yourself and Harvey I am at last beginning to see how the power is transferred in the two different transmission types.

Regards :
In respect of the JDM box with VTD clutch, a signal providing maximum energised time and current to the normally open solenoid “C”, will increase transfer control pressure by closing a bleed. This causes the LSD clutch to be engaged, resulting in front rear drive virtual lock up. This can proven by inserting the control fuse.
I am unsure still what exactly the phrase "resulting in front rear drive virtual lockup" By this do you mean that the LSD clutch is fully engaged, and the resulting front to rear drive/torque distribution is 50/50?

So if Solenoid C on a VTD car fails, it defaults to the mechanical 36/64 distribution?

And if a Solenoid C fails on the US type transmission, the default will be 90% or 100% Front Wheel Drive?

Joe