The Great AWD Torque Split Debate: 90/10 vs 60/40

[svxfiles]

Originally Posted by oab_au

I reckon if you cruised at about 80 MPH in D on a light throttle,

These words you say, Harvey


"light throttle"




what do they mean?






Perhaps it is a language problem,

Cruise control?

[svxfiles]

Originally Posted by ThetaReactor

Cruise control?

My car has "outta control"

[oab_au]

Originally Posted by svxfiles

These words you say, Harvey


"light throttle"




what do they mean?






Perhaps it is a language problem,

It's only for 'stock boys' Tom, you might be better to use Cruise Control, and keep the size 11s on the floor.

Harvey.

[svxfiles]

Originally Posted by oab_au

It's only for 'stock boys' Tom, you might be better to use Cruise Control, and keep the size 11s on the floor.

Harvey.

10.5D, and, yes, it's on the floor!!!!!!!!!!




BU,HAHAHAHAAAAAA!!!!!!!!

[BigBlueSVX]

Originally Posted by svxfiles

10.5D, and, yes, it's on the floor!!!!!!!!!!




BU,HAHAHAHAAAAAA!!!!!!!!

...and yet another SVXer is sent to a mental hospital .

UberRoo and oab_au have it going right. What you were seeing was the duty cycle of the solenoid. Not the torque split. It is related but not the same. Subaru's official stance on the regular 4eat is a 90/10 split under normal driving conditions, and the usdm svx is a regular 4eat, and it can send as much power as 50% to the rear. So what is normal driving conditions? As you saw though it spent more time with a higher duty ratio. So it wasn't in a 90/10 condition. Suffice to say it's constantly changing, and the Select Monitor doesn't have the resolution to monitor the duty changes in real time, so what you were seeing was not all the changes. Anyway, cool topic.

[svx_commuter]

Originally Posted by oab_au

About what SVXCommuter said, about the line pressure to the Transfer clutch with the dropping resistor disconnected. This would explain the problems that some have with transfer clutch binding, when the resistor is disconnected, or if the Shift kit is adjusted too much.
In short, the TCU sets the line pressure by adjusting the A solenoid, it knows what the pressure should be, so it sends the apropreate signal to the clutch, but if the pressure is higher, due to the resistor, the clutch pressure will be higher, to cause the binding.

Harvey.

Hi Harvey,
I really like the Subaru AWD system. I think it does what it is supposed to do. Of course the non USA system would be nicer. I am glad you posted this as sometimes I do not know if I communicate well enough and if it leads to confussion. I have actually measured the transfer pressure in my SVX. That how I found out the "C" solenoid was dead.

Take care,

John

[oab_au]

Originally Posted by svx_commuter

Hi Harvey,
I really like the Subaru AWD system. I think it does what it is supposed to do. Of course the non USA system would be nicer. I am glad you posted this as sometimes I do not know if I communicate well enough and if it leads to confussion. I have actually measured the transfer pressure in my SVX. That how I found out the "C" solenoid was dead.

Take care,

John

No it was a timely post John, I had not thought about it like that before you posted that. But I remembered reading a few complants of AWD binding with the fuse in, and didn't relate it to the line pressure, but that explanes it. Thanks.

Harvey.
Ps. We have come a long way, since I asked you "what was in your Transfer case"? Remember mate?