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#31
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The WRX 5MT in mine has to be 50/50. The AWD doesn't behave anywhere near the same as the 4EAT it replaced. It behaves exactly like my Justy when I lock it into 4WD. (Except for the binding in the corners)
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David B. SVXipedia @ SVX-IW.COM -- SVX Information Warehouse 2.0 coming...eventually! Ebony 1992 SVX LS-L 5 spd Koni/GC Stebro 187k miles RIP (Rust In Pieces) 1993 SVX 5 spd Koni/GC Stebro Polyurethane bushings still available! |
#32
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In the 5MT viscous coupling awd, a change in torque split only occurs when there's a loss of traction. This is one reason why it's next to impossible to get an awd 4EAT stuck in snow, sand, mud, etc., but it's much easier with a 5MT... Remember this pic: -Chike
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"Wise men talk because they have something to say; fools, because they have to say something." - Plato 2013 Cosmic Blue 5spd Evo X GSR 2006 Galaxy Gray 6MT RX-8 (sold) 2006 Steel Gray WRX TR (sold) 1996 Brilliant Red SVX L (sold) |
#33
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It's good to see Chike, Beav, Harvey & others giving 110% to this topic.
Ron. (counting toes).
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Good s**t happened. 69 was worth the wait. '92 stock semi-pristine ebony - 160K '96 Grand Caravan - 240K '01 Miata SE - 79K '07 Chrysler Pacifica - 60k - future money pit. |
#34
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Chicke,
Thanks for conducting this experiment and posting this information.
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#35
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Sorry to hijack your thead a little, but that question is burning a hole in my head right now |
#36
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Hopefully, this'll put one myth to rest. The Subaru Select Monitor did provide very compelling evidence - which was backed up on different occassions in different cars by Green_eyed_lady, SVXRide and SVXfiles. -Chike
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"Wise men talk because they have something to say; fools, because they have to say something." - Plato 2013 Cosmic Blue 5spd Evo X GSR 2006 Galaxy Gray 6MT RX-8 (sold) 2006 Steel Gray WRX TR (sold) 1996 Brilliant Red SVX L (sold) |
#37
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Quote:
-Chike
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"Wise men talk because they have something to say; fools, because they have to say something." - Plato 2013 Cosmic Blue 5spd Evo X GSR 2006 Galaxy Gray 6MT RX-8 (sold) 2006 Steel Gray WRX TR (sold) 1996 Brilliant Red SVX L (sold) |
#38
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more interesting info... I didn;t know there was no torque cut signal on 3-4... maybe this is why the 3-4 shift seems laggier than the others.
I need another shift kit =D. I miss the hard shifts.
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IggDawg is cool -IggDawg 1992 Teal SVX LS-L 160k miles 4.11:1 final drive, K&B dropsprings, ART front rotors, stainless steel brake, aluminum underdrive crank pulley, Kuhmo Ecsta Supra 712's, K&N drop-in filter. Previously owned by Alacrity024. FOR SALE 1994 SVX LSi, Barcelona Red #1659, build date 11/93, 117k miles, RIP ECUtune stage 1, bead crush, smallcar shift kit, TB bypass, SS brake lines, silencer removed, alternator and grounding wires, Mobil1 @ 117k |
#39
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Good solid measured information. It would be interesting to get the same information on my JDM and UK SVX trannies, and also on my Legacy twin turbo with 4EAT. Where did you get the SSM, might I ask? Can one be bought for reasonable money? My brother has a JDM Forester Turbo, which is pretty quick. All our cars OBD I. We are discussing getting a select monitor. Can you help? Joe [And I promise to post up the Euro and JDM torque split figures when I get it ]
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#40
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So if the split is really 60/40 then why have people all this time thought it was 90/10? AWD is so awesome
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1993 25th Anniversary Edition # 156 of 301 ~ 121, 488 miles ( SOLD TO svxfiles 8/6/06) 2006 Subaru Impreza 2.5i....5spd - My daily driver 2006 Subaru Legacy 2.5i -7k miles..Mom's daily driver 2,543 Member of the SVX World Network |
#41
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I don't know about dispelling a myth, as creating a monster
It does not matter what number is given to it, the fact remains that the torque split is constantly varying to suit the conditions. The select monitor, really shows the % duty cycle, that is sent to the C solenoid, and this varies from 5%, clutch off to 95% clutch on. You can hear this, by turning the ignition on, don't start the motor, select D,and just move the accelerator from closed to open, you can hear the solenoid buzzing louder as the pedal is pushed down. The pressure is increased, the more the throttle is opened, and the lower the gear. This is to prevent the front wheels from spinning, due to the higher torque that is applied in these conditions. Once the torque is reduced in the higher gears, and the throttle opening is reduced as the speed rises, the clutch pressure is reduced. It doesn't just stay at the same torque split, all the time. The only 4eat that has a fixed torque split, is the VTD, at 36% front 64% rear. This split is due to the differential leverage of the gears in the compound planetary diff. This trans runs this torque split all the time, only applying the Limited slip clutch, under the same conditions of starting and hard acceleration, or wheel spin. The main difference is in hard acceleration and cornering. As Chike has noted in the Transfer system, the torque split is reduced, when turning into corners, and increased when exiting the corner. This is because the split has to be reduced to allow for the difference in front/rear wheel speed, then increased when this difference is reduced, as the same clutch can't apply full torque to the rear wheels, and allow slip for cornering at the same time. I have found this in driving my Liberty with the Transfer system. Stick the foot down coming into a corner, and it dies a bit till its half way through, then away it goes. The VTD SVX does not do this, just line up the corner, plant the foot, and it just accelerates through the corner, no lag, no under steer Some other points that I see. All 4eats send a torque reduction signal on all changes. They all use electronic sensing to check for wheel spin. Road grade doesn't affect the split. The TCU for the different 4eats are tailored to suit the car, so they will be different, but interchangeable. Harvey.
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#42
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geeze you are a wealth of knowledge on subarus. Will you come live in my garage? i have some moving blankets and a toilet across the hall. I will feed u once and a while. Mostly you will just tell me everything about my car all the time so there is no guessing.
Tom |
#43
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Quote:
-Chike
__________________
"Wise men talk because they have something to say; fools, because they have to say something." - Plato 2013 Cosmic Blue 5spd Evo X GSR 2006 Galaxy Gray 6MT RX-8 (sold) 2006 Steel Gray WRX TR (sold) 1996 Brilliant Red SVX L (sold) |
#44
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Tom |
#45
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Never once during my 'field test' did I see a torque split of 90/10. The torque seemed to level out to 60/40 when going in straight line on a flat road after the torque converter locked up. This was also the torque value that displayed on the monitor before we pulled off and put the slector in 'D', '3' and '2'. I agree that the torque split changes constantly, but it's only when there's a change in the steering, braking, acceleration, etc. I noticed a chnage in split when we went up a steeper gradient, but the road may not have been straight, and this could have been due to changes in steering input. When I plugged te '93 awd Legacy TCU into my car, the 1-2 and 2-3 shifts definitely DID NOT have any torque reduction. I did my homework, these were my results. -Chike
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"Wise men talk because they have something to say; fools, because they have to say something." - Plato 2013 Cosmic Blue 5spd Evo X GSR 2006 Galaxy Gray 6MT RX-8 (sold) 2006 Steel Gray WRX TR (sold) 1996 Brilliant Red SVX L (sold) |
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