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Originally Posted by dayofpain
its like this
yaw = pitch in relation to the horizon.
g's = measurement in "gravitys" of inertia in any direction.
2 different sensors measuring different things.
a car moving faster pitches into corners at different g's and differnt yaw rate as compared to a car moving at a slower rate of speed. also changes in suspension change things differently as well. now have two "almost" redundant sensors makes things awesome as one backs up the other and so forth. the two sensors cooerlate and decide which torque split to give the wheels. these only work in "auto" mode. in any other mode both sensors are defeated. two sensors being better because well lets face it, we all know more is better right? we are americans. ;P
maybe clears things up.
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Your description of yaw and G's are wrong, but you're right about there being a difference between latteral G force and yaw rate.
If you imagine a 3-axis system where X points down the nose of the car, Y point out the passenger door, and Z point up through the roof... yaw is defined as rotation about the Z axis. Pitch would be rotation about the Y axis and roll would be rotation about the X axis.
Latteral G
Force is force, not inertia. Well, technically it's a "pseduoforce" that's generated by the car traveling around a circle during cornering. The force's direction is towards the center of the circle the car is traveling around, and it's magnitude is what we call "latteral G's", and it's measured in multiples of the force of gravity on Earth (aka 9.8m/ss).
The DCCD uses lateral G to decide how to bias the torque between the front and rear wheels in Auto mode. The VCD (aka traction control) uses yaw rate to determine what wheels to brake to keep the car from spinning out or pushing.
So yes, two sensors are potentially better, but in this case they're actually being used for different purposes... one's for torque split, the other's for traction control.