So i came accross this article about the 2005 evo.. They tout much about the ACD controling torque split... is this article totally wrong about how the ACD works?

http://autos.aol.com/article/power/v...30194809990001


From the posts i have read on ACD here, they always seem to point out that torque is mechanically geared at 50/50 all the time!?!?

 

I always believed that the torque split between front and rear was alwasy 50-50

 

Yes originally i thought that the torque split changed however i have read that it does remain at 50/50

 

How can it remain 50/50 at all times, when you can change the setting for Tarmac and Gravel and whatever else in the gauge clusteR?

 

Its my understanding that the acd settings controll how long it takes for the power to be sent to the wheel needing it most. In other words if you in tarmac power is transferred fastest, when in gravel, its more gradual. Someone correct me if Im wrong please.

 

So nobody else noticed that the article was titled 2005 Evo MR but the photo clearly shows a IX?

 

This is straight from here: https://www.evolutionm.net/forums/sh...&highlight=ACD

D. How the Tarmac/Gravel/Snow switch influences the ACD

Despite popular belief, this switch DOES NOT change the torque split. The differential is geared at 50:50 and cannot be changed by the push of a button. What this switch actually does is quite simple. Each setting determines how long the ACD will delay in freeing the center differential after a steering input is made. In addition, it will determine how much locking force the ACD will exhibit on the clutch pack and center differential. (10) (11)

Tarmac is the setting to be used in dry, paved conditions. In this setting, the ACD will almost immediately allow the center differential to go into a free state upon detecting a steering input. Additionally, this mode provides the strongest limited-slip clamping force of the three modes. (7) (12)

Gravel is the setting designed for wet or loose roads. In this setting, the ACD will delay in freeing the center differential for a moment (possibly 2-3 seconds). Of the three modes, this one has the second strongest clamping force. (7) (12)

Snow is the setting designed for, you guessed it, snow. In this setting, the ACD will delay in freeing the center differential for much longer than the other two settings (possibly 4-5 seconds). Of the three modes, this one also provides the least amount of clamping power. (7) (12)

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^ searched

 

Without ACD the viscous coupling starts out unlocked and progressivly locks the center differential when a big difference between front and rear wheel speed occurs. This is good for getting unstuck but not much else.

The ACD car starts out with the center differential locked and unlocks it for turns.

The non ACD car has the center differential running at all times because there is always some tiny difference between front and rear wheel speeds and this action can be felt at low speeds and is annoying. Having the center differential locked avoids this.

For racing, having the center differential locked produces more traction. However, when cornering, a car with a locked center differential will hop because the front and rear tires are following different arcs and travaling different distances. Then the ACD car unlocks the center differential to avoid this.

 

so then for drag racing you would want it in the snow setting?? i'm confused, and slightly retarded

 

i really don't think it will really matter in a straight way since the acd only operates when there is steering inputs