AWD modes
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AWD modes
i was curious about the specifics of the AWD modes, and found this .... for the "Outlander", not OS, but i would assume they are the same:
The driver can use a drive-mode dial on the center console to select “FWD” for best fuel economy; with “4WD Auto” mode selected, the system uses a rear-mounted electronically controlled transfer clutch to automatically and seamlessly route more power to the rear wheels, depending on driving and road surface conditions. The driver can freely change the drive mode at any time. When “4WD Auto” mode is selected, the Outlander's 4WD system always sends some power to the rear wheels, automatically increasing the amount under full throttle acceleration. The coupling transfers up to forty percent of available torque to the rear wheels under full-throttle acceleration, and this is reduced to twenty five percent over 40 miles per hour. At steady cruising speeds, up to fifteen percent of available torque is sent to the rear wheels. At low speeds through tight corners, coupling torque is reduced, providing a smoother feel through the corner.[21]
For driving in particularly challenging conditions, such as snow, the driver can select “4WD Lock” mode. In Lock mode, the system still apportions front and rear torque automatically, but enables greater power transfer to the rear wheels. In dry conditions, 4WD Lock mode places priority on performance. More torque is directed to the rear wheels than in 4WD Auto mode to provide greater power off the line, better control when accelerating on snowy or loose surfaces, and enhanced stability at high speeds. Rear wheel torque transfer is increased by 50 percent over the amounts in 4WD Auto mode – meaning up to 50 percent of available torque is sent to the rear wheels under full-throttle acceleration on dry pavement. When in 4WD Lock mode, torque at the rear wheels is reduced by a smaller degree through corners than with 4WD Auto mode.[21]
The new Outlander features standard ASTC system on all models, unlike the previous-generation. ASTC helps to prevent side slipping (spin and side drift) as a result of sudden steering wheel operation or on slippery roads. Overall vehicle stability is enhanced in all driving conditions. In front-wheel drive Outlander models – and under all driving modes in four-wheel drive models – ASTC helps keep the vehicle traveling in the driver’s intended direction. The ASTC system takes data input from a number of sensors, including steering angle, individual wheel speed and yaw, as well as from the powertrain electronic control unit (ECU). When it detects side-slipping or wheel spin, ASTC provides integrated control of brakes, engine torque (via the electronic throttle control), transmission and electronically controlled four-wheel drive to improve vehicle stability.
https://en.wikipedia.org/wiki/Mitsubishi_AWC
good stuff. i was wondering how power was split in the different modes. glad to hear that some power is always sent to the rears in AWD Auto, unlike some useless Haldex systems (looking at you, Honda ....
)
The driver can use a drive-mode dial on the center console to select “FWD” for best fuel economy; with “4WD Auto” mode selected, the system uses a rear-mounted electronically controlled transfer clutch to automatically and seamlessly route more power to the rear wheels, depending on driving and road surface conditions. The driver can freely change the drive mode at any time. When “4WD Auto” mode is selected, the Outlander's 4WD system always sends some power to the rear wheels, automatically increasing the amount under full throttle acceleration. The coupling transfers up to forty percent of available torque to the rear wheels under full-throttle acceleration, and this is reduced to twenty five percent over 40 miles per hour. At steady cruising speeds, up to fifteen percent of available torque is sent to the rear wheels. At low speeds through tight corners, coupling torque is reduced, providing a smoother feel through the corner.[21]
For driving in particularly challenging conditions, such as snow, the driver can select “4WD Lock” mode. In Lock mode, the system still apportions front and rear torque automatically, but enables greater power transfer to the rear wheels. In dry conditions, 4WD Lock mode places priority on performance. More torque is directed to the rear wheels than in 4WD Auto mode to provide greater power off the line, better control when accelerating on snowy or loose surfaces, and enhanced stability at high speeds. Rear wheel torque transfer is increased by 50 percent over the amounts in 4WD Auto mode – meaning up to 50 percent of available torque is sent to the rear wheels under full-throttle acceleration on dry pavement. When in 4WD Lock mode, torque at the rear wheels is reduced by a smaller degree through corners than with 4WD Auto mode.[21]
The new Outlander features standard ASTC system on all models, unlike the previous-generation. ASTC helps to prevent side slipping (spin and side drift) as a result of sudden steering wheel operation or on slippery roads. Overall vehicle stability is enhanced in all driving conditions. In front-wheel drive Outlander models – and under all driving modes in four-wheel drive models – ASTC helps keep the vehicle traveling in the driver’s intended direction. The ASTC system takes data input from a number of sensors, including steering angle, individual wheel speed and yaw, as well as from the powertrain electronic control unit (ECU). When it detects side-slipping or wheel spin, ASTC provides integrated control of brakes, engine torque (via the electronic throttle control), transmission and electronically controlled four-wheel drive to improve vehicle stability.
https://en.wikipedia.org/wiki/Mitsubishi_AWC
good stuff. i was wondering how power was split in the different modes. glad to hear that some power is always sent to the rears in AWD Auto, unlike some useless Haldex systems (looking at you, Honda ....
)
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From: Montreal, QC, Canada
i was curious about the specifics of the AWD modes, and found this .... for the "Outlander", not OS, but i would assume they are the same:
The driver can use a drive-mode dial on the center console to select “FWD” for best fuel economy; with “4WD Auto” mode selected, the system uses a rear-mounted electronically controlled transfer clutch to automatically and seamlessly route more power to the rear wheels, depending on driving and road surface conditions. The driver can freely change the drive mode at any time. When “4WD Auto” mode is selected, the Outlander's 4WD system always sends some power to the rear wheels, automatically increasing the amount under full throttle acceleration. The coupling transfers up to forty percent of available torque to the rear wheels under full-throttle acceleration, and this is reduced to twenty five percent over 40 miles per hour. At steady cruising speeds, up to fifteen percent of available torque is sent to the rear wheels. At low speeds through tight corners, coupling torque is reduced, providing a smoother feel through the corner.[21]
For driving in particularly challenging conditions, such as snow, the driver can select “4WD Lock” mode. In Lock mode, the system still apportions front and rear torque automatically, but enables greater power transfer to the rear wheels. In dry conditions, 4WD Lock mode places priority on performance. More torque is directed to the rear wheels than in 4WD Auto mode to provide greater power off the line, better control when accelerating on snowy or loose surfaces, and enhanced stability at high speeds. Rear wheel torque transfer is increased by 50 percent over the amounts in 4WD Auto mode – meaning up to 50 percent of available torque is sent to the rear wheels under full-throttle acceleration on dry pavement. When in 4WD Lock mode, torque at the rear wheels is reduced by a smaller degree through corners than with 4WD Auto mode.[21]
The new Outlander features standard ASTC system on all models, unlike the previous-generation. ASTC helps to prevent side slipping (spin and side drift) as a result of sudden steering wheel operation or on slippery roads. Overall vehicle stability is enhanced in all driving conditions. In front-wheel drive Outlander models – and under all driving modes in four-wheel drive models – ASTC helps keep the vehicle traveling in the driver’s intended direction. The ASTC system takes data input from a number of sensors, including steering angle, individual wheel speed and yaw, as well as from the powertrain electronic control unit (ECU). When it detects side-slipping or wheel spin, ASTC provides integrated control of brakes, engine torque (via the electronic throttle control), transmission and electronically controlled four-wheel drive to improve vehicle stability.
https://en.wikipedia.org/wiki/Mitsubishi_AWC
good stuff. i was wondering how power was split in the different modes. glad to hear that some power is always sent to the rears in AWD Auto, unlike some useless Haldex systems (looking at you, Honda .... )
The driver can use a drive-mode dial on the center console to select “FWD” for best fuel economy; with “4WD Auto” mode selected, the system uses a rear-mounted electronically controlled transfer clutch to automatically and seamlessly route more power to the rear wheels, depending on driving and road surface conditions. The driver can freely change the drive mode at any time. When “4WD Auto” mode is selected, the Outlander's 4WD system always sends some power to the rear wheels, automatically increasing the amount under full throttle acceleration. The coupling transfers up to forty percent of available torque to the rear wheels under full-throttle acceleration, and this is reduced to twenty five percent over 40 miles per hour. At steady cruising speeds, up to fifteen percent of available torque is sent to the rear wheels. At low speeds through tight corners, coupling torque is reduced, providing a smoother feel through the corner.[21]
For driving in particularly challenging conditions, such as snow, the driver can select “4WD Lock” mode. In Lock mode, the system still apportions front and rear torque automatically, but enables greater power transfer to the rear wheels. In dry conditions, 4WD Lock mode places priority on performance. More torque is directed to the rear wheels than in 4WD Auto mode to provide greater power off the line, better control when accelerating on snowy or loose surfaces, and enhanced stability at high speeds. Rear wheel torque transfer is increased by 50 percent over the amounts in 4WD Auto mode – meaning up to 50 percent of available torque is sent to the rear wheels under full-throttle acceleration on dry pavement. When in 4WD Lock mode, torque at the rear wheels is reduced by a smaller degree through corners than with 4WD Auto mode.[21]
The new Outlander features standard ASTC system on all models, unlike the previous-generation. ASTC helps to prevent side slipping (spin and side drift) as a result of sudden steering wheel operation or on slippery roads. Overall vehicle stability is enhanced in all driving conditions. In front-wheel drive Outlander models – and under all driving modes in four-wheel drive models – ASTC helps keep the vehicle traveling in the driver’s intended direction. The ASTC system takes data input from a number of sensors, including steering angle, individual wheel speed and yaw, as well as from the powertrain electronic control unit (ECU). When it detects side-slipping or wheel spin, ASTC provides integrated control of brakes, engine torque (via the electronic throttle control), transmission and electronically controlled four-wheel drive to improve vehicle stability.
https://en.wikipedia.org/wiki/Mitsubishi_AWC
good stuff. i was wondering how power was split in the different modes. glad to hear that some power is always sent to the rears in AWD Auto, unlike some useless Haldex systems (looking at you, Honda ....
)To make things even more complicated the video below (for Citroen C4 Aircross that uses the same awc system as OS/RVR reports a much wider range of torque distribution:
https://www.youtube.com/watch?v=-68Zmhv3Kgs
In 4WD Auto (go to 2:33) 2-50% to the rear, while in 4WD lock( go to 2:47) 2-70% is assumed to be sent to the rear.
It is absolutely certain that some torque is always sent to the rear. That is why the fuel economy figures are different in different modes. Had we have a "slip-and-grip" system there would be no need for manual selection option (the electronics would take care of the torque distribution within the programmed limitation). We have an option to prioritize between fuel economy, traction and wear and tear. I think it is awesome.
Last edited by AWCAWD; Jun 26, 2015 at 07:04 AM.
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Here's something else I was wondering - if you set it to "AWD Auto", for example, and shut the car off, does it resume in that mode the next time you drive it?
My Evo always resets back to "Normal" vs "Sport" or " Supersport" modes, but I think it remembers the Tarmac/Gravel/Snow setting.
Can't check it, the OS is at the shop getting its boo-boo repaired.
My Evo always resets back to "Normal" vs "Sport" or " Supersport" modes, but I think it remembers the Tarmac/Gravel/Snow setting.
Can't check it, the OS is at the shop getting its boo-boo repaired.
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Here's something else I was wondering - if you set it to "AWD Auto", for example, and shut the car off, does it resume in that mode the next time you drive it?
My Evo always resets back to "Normal" vs "Sport" or " Supersport" modes, but I think it remembers the Tarmac/Gravel/Snow setting.
Can't check it, the OS is at the shop getting its boo-boo repaired.
My Evo always resets back to "Normal" vs "Sport" or " Supersport" modes, but I think it remembers the Tarmac/Gravel/Snow setting.
Can't check it, the OS is at the shop getting its boo-boo repaired.
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To have a comprehensive view please see the schemes for the AWD (Ralliart) S-AWC (Lancer Evolution X), and S-AWC (Outlander).
Last edited by AWCAWD; Jun 26, 2015 at 11:50 AM. Reason: model name correction
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Looking at the Mitsubishi resourced schematic diagrams more closely I cannot see how more than 50% of the torque can be sent to the rear axle in the standard AWC system. In the Outlander S-AWC system the active front differential not only can send different amount of torque to the right and left front wheels (front torque vectoring, as opposed to the more traditional rear torque vectoring) but can also split the torque between the front and the rear axles (even above 50%). Too bad that there are so much misinformation out there and Mitsubishi isn't providing much clarification either. If you read about this topic, disregard articles (e.g. CNET) claiming that the Outlander has an Active Center Differential (ACD). This can only be found in Ralliart and EVO.
Last edited by AWCAWD; Jun 26, 2015 at 03:17 PM.
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Unfortunately, the reported split of the torque varies quite a bit depending on the source. As mentioned in the source Landshark quoted above one report assumes 15-40% (4WD Auto) and 15-60% (in 4WD Lock) torque to be sent to the rear axle, while Mitsubishi's own Powerpoint presentation (see the relevant attached images) assumes up to 70% of power to be distributed to the rear wheels. (Note the dubious language: power and torque are not the same quantities). Since the power vs. rpm curve is steeper than the torque vs rpm curve (from zero to peak) it can make a huge difference whether the awd system regulates at low or high rpm.
To make things even more complicated the video below (for Citroen C4 Aircross that uses the same awc system as OS/RVR reports a much wider range of torque distribution:
https://www.youtube.com/watch?v=-68Zmhv3Kgs
In 4WD Auto (go to 2:33) 2-50% to the rear, while in 4WD lock( go to 2:47) 2-70% is assumed to be sent to the rear.
It is absolutely certain that some torque is always sent to the rear. That is why the fuel economy figures are different in different modes. Had we have a "slip-and-grip" system there would be no need for manual selection option (the electronics would take care of the torque distribution within the programmed limitation). We have an option to prioritize between fuel economy, traction and wear and tear. I think it is awesome.
To make things even more complicated the video below (for Citroen C4 Aircross that uses the same awc system as OS/RVR reports a much wider range of torque distribution:
https://www.youtube.com/watch?v=-68Zmhv3Kgs
In 4WD Auto (go to 2:33) 2-50% to the rear, while in 4WD lock( go to 2:47) 2-70% is assumed to be sent to the rear.
It is absolutely certain that some torque is always sent to the rear. That is why the fuel economy figures are different in different modes. Had we have a "slip-and-grip" system there would be no need for manual selection option (the electronics would take care of the torque distribution within the programmed limitation). We have an option to prioritize between fuel economy, traction and wear and tear. I think it is awesome.
Only the models that have S-AWC. That time it was only the 3.0L V6 GT with the 6 speed conventional automatic transmission (3.0 L V6 XLS in Canada). In the States (not in Canada) now with the 3rd generation Outlander one can get S-AWC even with the 2.4L four cylinder with CVT.
To have a comprehensive view please see the schemes for the AWD (Ralliart) S-AWC (Lancer Evolution X), and S-AWC (Outlander).
To have a comprehensive view please see the schemes for the AWD (Ralliart) S-AWC (Lancer Evolution X), and S-AWC (Outlander).
Looking at the Mitsubishi resourced schematic diagrams more closely I cannot see how more than 50% of the torque can be sent to the rear axle in the standard AWC system. In the Outlander S-AWC system the active front differential not only can send different amount of torque to the right and left front wheels (front torque vectoring, as opposed to the more traditional rear torque vectoring) but can also split the torque between the front and the rear axles (even above 50%). Too bad that there are so much misinformation out there and Mitsubishi isn't providing much clarification either. If you read about this topic, disregard articles (e.g. CNET) claiming that the Outlander has an Active Center Differential (ACD). This can only be found in Ralliart and EVO.
As always... Extremely informative!
Staring at those charts reminds me of M.E. classes
And, I thought our AWD was 'advanced'**...
Not even close! Next to the current EVOs. Makes what we have in our vehicles look like an abacus to what EVO's system is calculating.
** Well at least it's more advanced than the likes of Honda's
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Some great info in this thread! Added to the https://www.evolutionm.net/forums/ou...t-threads.html
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As we have talked about not only the OS/RVR but also the competition, I post here a link to another (possibly staged) new test between the new Mazda CX-3 and the Subaru XV Crosstrek. Notice the the backdrop behind the cars, this test was done by Mazda. I doubt that Mazda's (slip-and-grip) AWD system would be more advanced than Subaru's symmetrical AWD. This video joins the BMW vs. Audi type wars, where one automaker (or dealership) tries to destroy the reputation of another. Watch it with a healthy criticism.
https://www.youtube.com/watch?v=WAoRJCNLd1g
UPDATE
The most likely reason why the Subaru had to be revved up is because the model used in the test must be equipped with manual transmission. Subaru cars with MT use viscous coupling between the front and the rear axes.. This by default will only be able to transfer torque at higher rpms. CVT models use similar electromagnetic coupling as our OS/RVR
Here is the description of Subaru's systems:
http://www.cnet.com/news/not-every-s...created-equal/
https://www.youtube.com/watch?v=WAoRJCNLd1g
UPDATE
The most likely reason why the Subaru had to be revved up is because the model used in the test must be equipped with manual transmission. Subaru cars with MT use viscous coupling between the front and the rear axes.. This by default will only be able to transfer torque at higher rpms. CVT models use similar electromagnetic coupling as our OS/RVR
Here is the description of Subaru's systems:
http://www.cnet.com/news/not-every-s...created-equal/
Last edited by AWCAWD; Nov 15, 2015 at 08:55 PM. Reason: UPDATE
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Coupling closed = 50% to the front axle / 50% to the rear axle (torque is split between front and rear axle)
Coupling opened = 100% to the front axle
Coupling partially closed (slip) 0 to 50% to the rear axle (depending of coupling pressure)
It is solely possible to send more than 50% of torque to the rear axle by center differential with appropriate layout.
When I am wrong, sorry...
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Roller tests on ASX (courtesy by vavoom, youtube)
Here is an interesting test on uphill:
https://www.youtube.com/watch?v=p-kX5j4q0rc
Somewhat resembles the infamous Honda C-RV roller test:
https://www.youtube.com/watch?v=jkiv-bWbLIo
Comparison with Audi (quattro vs. AWC):
https://www.youtube.com/watch?v=j33wMZO6zI0
Diagonal test (multiple angles):
https://www.youtube.com/watch?v=NAoReO_sYrI
Side test (2WD, 4WD, forward, reverse):
https://www.youtube.com/watch?v=IA6v-HP-0hY
Side and diagonal tests (multiple cameras):
https://www.youtube.com/watch?v=Oo-FjnIfZAQ
Front tires on rollers (2WD, 4WD auto, 4WD lock, 4WD lock no acceleration):
https://www.youtube.com/watch?v=Dk2tPqke5AQ
https://www.youtube.com/watch?v=p-kX5j4q0rc
Somewhat resembles the infamous Honda C-RV roller test:
https://www.youtube.com/watch?v=jkiv-bWbLIo
Comparison with Audi (quattro vs. AWC):
https://www.youtube.com/watch?v=j33wMZO6zI0
Diagonal test (multiple angles):
https://www.youtube.com/watch?v=NAoReO_sYrI
Side test (2WD, 4WD, forward, reverse):
https://www.youtube.com/watch?v=IA6v-HP-0hY
Side and diagonal tests (multiple cameras):
https://www.youtube.com/watch?v=Oo-FjnIfZAQ
Front tires on rollers (2WD, 4WD auto, 4WD lock, 4WD lock no acceleration):
https://www.youtube.com/watch?v=Dk2tPqke5AQ
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It is like torque split of diffs - open is always 50/50, while closed my vary the torque from 0/100 to 100/0 - but again - this is not rotation speed or power send from the engine, this is torque delivered to the ground.
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In fact, it possible to deliver even 100% - if you consider torque which goes from the wheels to the ground. In simplification - imagine front wheels in the air - then rear axle will take almost 100% of torque.
It is like torque split of diffs - open is always 50/50, while closed my vary the torque from 0/100 to 100/0 - but again - this is not rotation speed or power send from the engine, this is torque delivered to the ground.
It is like torque split of diffs - open is always 50/50, while closed my vary the torque from 0/100 to 100/0 - but again - this is not rotation speed or power send from the engine, this is torque delivered to the ground.
I understand what you are saying but I think your nomenclature is not what the automotive industry or engineering has adopted. People look at the torque split that is coming from the transmission. One needs active differentials (front and/or center) to break the 50-50 ratio. This is why Mitsubishi offers four different AWD systems ( five if I count the Pajero, which is not available in our market) for its cars/SUVs. Ours is the least advanced but as your tests demonstrate is more than adequate for every day situations. Thanks again for your great work.
Last edited by AWCAWD; Nov 17, 2015 at 07:53 AM.