Here go's
VWAG has been developing all wheel drive and four wheel drive (4WD) systems since nearly its inception during the Second World War. The Kubelwagen, Schwimmwagen and Kommandeurwagen were all military vehicles that required power to all four wheels, the latter being a 4WD Beetle. Their military and all wheel drive experiences later aided them in designing the Iltis for the German military, in the 1970's. The Iltis utilized an early form of AWD which would become synonymous with quattro.
In that original quattro system, obviously later found in passenger cars, the engine and transmission are situated in a longitudinal position. Power is sent through the transmission to a mechanical center differential which splits it between the front and rear axles. AWD was turned on permanently.
After 1987, the inclusion of a Torsen (torque-sensing) center differential, instead of a manually-locking one, allowed engine power to be redirected to individual axles as driving conditions warranted. Under ideal conditions (i.e., grip is equal in both front and rear axles) power is split between front and rear (50/50 in many, though not all, versions). In extreme conditions (i.e., when grip varies from front to rear), a maximum of 66-80% (depending on the transmission or model) of the engine's power can be directed to the front or rear axles. The mechanical nature of the Torsen centre differential helps prevent wheel slippage from occurring by diverting power to the axle that has more grip. In comparison, viscous coupling and electronically controlled differentials that are used in other all-wheel drive systems are reactive since they only redirect power once wheel slippage has occurred. The advantage is felt under acceleration while turning since the power transfer between axles is less sudden, reducing the chance of spinning.
The Torsen-based quattro system also offers an advantage in the opposite function of distributing power to the wheels: engine-braking. When engine-braking is used to slow the car down, the resulting loads on the front and rear axle are stabilized by the Torsen system in exactly the same way that engine power is diverted - mechanically. This allows the spreading of the engine-braking load on the tires among the four wheels. The Torsen-based quattro-equipped vehicle is able to execute a more stable high-speed turn under deceleration with less risk of spinning due to loss of grip in the front or rear axles.
However, this configuration of the quattro system does have some limitations. With placement of the engine-transmission assembly in a fore/aft position (longitudinally) there arises the need to place the front axle well behind the engine, leading to a common criticism of Audi vehicles: being nose-heavy. In other words, the ideal 50/50 weight distribution cherished by many driving enthusiasts is not possible. Recently the centre differential has been adapted to a 40/60 front/rear static split (i.e. when grip is equal on both front and rear axles), allowing more rear-wheel-drive-like handling characteristics. This was first introduced in the 2006-model RS4. It is planned to be incorporated in all future quattro-equipped cars which use longitudinal-mounted engines.
The power split between left and right wheels has been achieved through the various iterations of the quattro system by various combinations of open, limited slip, and eventually electronically locking differentials.
i thought it very interesting
any thoughts?
VWAG has been developing all wheel drive and four wheel drive (4WD) systems since nearly its inception during the Second World War. The Kubelwagen, Schwimmwagen and Kommandeurwagen were all military vehicles that required power to all four wheels, the latter being a 4WD Beetle. Their military and all wheel drive experiences later aided them in designing the Iltis for the German military, in the 1970's. The Iltis utilized an early form of AWD which would become synonymous with quattro.
In that original quattro system, obviously later found in passenger cars, the engine and transmission are situated in a longitudinal position. Power is sent through the transmission to a mechanical center differential which splits it between the front and rear axles. AWD was turned on permanently.
After 1987, the inclusion of a Torsen (torque-sensing) center differential, instead of a manually-locking one, allowed engine power to be redirected to individual axles as driving conditions warranted. Under ideal conditions (i.e., grip is equal in both front and rear axles) power is split between front and rear (50/50 in many, though not all, versions). In extreme conditions (i.e., when grip varies from front to rear), a maximum of 66-80% (depending on the transmission or model) of the engine's power can be directed to the front or rear axles. The mechanical nature of the Torsen centre differential helps prevent wheel slippage from occurring by diverting power to the axle that has more grip. In comparison, viscous coupling and electronically controlled differentials that are used in other all-wheel drive systems are reactive since they only redirect power once wheel slippage has occurred. The advantage is felt under acceleration while turning since the power transfer between axles is less sudden, reducing the chance of spinning.
The Torsen-based quattro system also offers an advantage in the opposite function of distributing power to the wheels: engine-braking. When engine-braking is used to slow the car down, the resulting loads on the front and rear axle are stabilized by the Torsen system in exactly the same way that engine power is diverted - mechanically. This allows the spreading of the engine-braking load on the tires among the four wheels. The Torsen-based quattro-equipped vehicle is able to execute a more stable high-speed turn under deceleration with less risk of spinning due to loss of grip in the front or rear axles.
However, this configuration of the quattro system does have some limitations. With placement of the engine-transmission assembly in a fore/aft position (longitudinally) there arises the need to place the front axle well behind the engine, leading to a common criticism of Audi vehicles: being nose-heavy. In other words, the ideal 50/50 weight distribution cherished by many driving enthusiasts is not possible. Recently the centre differential has been adapted to a 40/60 front/rear static split (i.e. when grip is equal on both front and rear axles), allowing more rear-wheel-drive-like handling characteristics. This was first introduced in the 2006-model RS4. It is planned to be incorporated in all future quattro-equipped cars which use longitudinal-mounted engines.
The power split between left and right wheels has been achieved through the various iterations of the quattro system by various combinations of open, limited slip, and eventually electronically locking differentials.
i thought it very interesting
any thoughts?
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