Quote:
Originally Posted by sperry
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).
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A quick look at Mikes' doc of the internals make it appear that it does change from 35/65 to 50/50 assuming sufficient traction is available to reach those levels by effectively locking the planetary gears. It appears there is only a single clutch that appears to control the locking between the input and output shaft in effect overriding the mechanical gear ratios of the diff.
This makes complete sense IMHO. A locked set of planetary gears results in the equivalent of a solid shaft which has a 50/50 split. The clutch slips between the geared ratio of 35/65 and the locked up 50/50.
I am continuing to read and look at pictures. The reduction of clutch engagement on braking may be why I am finding left foot braking to be less effective than I would expect while cornering...