Quote:
Originally Posted by Dean
I agree, with you, but by definition, a twisting motion that is not applied is not torque...
So, the gotcha becomes are we talking about torque at the wheels which is after the clutches on the output shafts of the whole "DCCD" differential unit, or on the output shafts of the internal planetary diff gears within the case which is a subset of the whole "DCCD"?
Without clearly identifying which, you can argue this forever with many parties being correct...
Just because an engine is capable of producing 300 ft/lbs of torque doesn't mean it is. If the maximum torque that can be absorbed by the tires and assorted drive line losses including DCCD clutches is 200ft/lbs, that is all the maximum measurable torque that the overall system will attain...
Can you point me to any diagrams of the actual internals of the DCCD? It would be interesting to see if the clutches are strictly on the output shafts or internal to the planetary diff itself.
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It's a messy subject. But the easy way to think about it is: the torque split is 35f/65r, so that's what's going to the ground when you have traction. The clutch can help prevent loss of traction by effectively taking power away from the wheels that are slipping allowing the wheels with grip to get their full share of the engine's power. The DCCD allows the driver to adjust the sensitivity of the clutch's engagement, from no engagement at all (the wheels are free to turn at any speed relative to each other) to full lock (the wheels must turn the same speed).
I get the feeling that I'm going to see the internals of a DCCD center diff sooner rather than later... mines not working.
