I'm 14 and I started watching you when I was 12, despite all of this knowledge is over me, I like to think I know the basics of what you are talking and I have gained a head start! I'd like to say thank you for teaching me! ❤️🚙
Jason's videos are extremely helpful, even if you're not going into an automotive career. If you love cars as much as I do, this channel is a must. I've learned more than I thought I would subscribing to my main man Jason.
Not gonna lie, your videos have made me fall in love with my Subaru. My dad got the exact same Subaru as you (2017 Crosstrek w/ manual transmission) and at first, I was not a huge fan of it, but now that I've watched so many of your videos, I understand what's behind all of it and why it actually is such a good car. Learned to drive stick on it, and damn, I love driving it!
I have a 2013 Outback with the 6 cyl engine. At least at that time, the cvt transmission wasn't available with the bigger engine. I'm not sure what awd version I have, but it's a beast. My car will climb a tree of I ask it to. It has even replaced my truck as my primary vehicle for deep backcountry snowboarding expeditions. Crazy!
I also have the 5 speed automatic and 6 cyiinder engine in my 2013 Tribeca, so we share the marvelously designed VTD (Variable Torque Distribution) system that was wonderfully illustrated by Jason as his 3rd example on his whiteboard, which distributes power 45% to the front differential and 55% to the rear limited slip differential, with the ability to to transfer additional power to either axle that requires it (via the Electronic Hydraulic Transfer Clutch). The system provides incredible traction in the ice and snow!
It's been around a bit, but my garage is usually either freezing or 100 degrees, so I don't post often with it. So much space though, it's great! ua-cam.com/video/v3QxsJRNigs/v-deo.html
Engineering Explained can you review the Nissan intelligent all-wheel drive that's on Rogue SUV and also the new CR-V updated all wheel drive system please and thank you warmest Aloha from the Big Island
I've been driving Subarus for ~15 years, both manuals and CVT. This was great. I knew about the 50/50 and 60/40 but not the details of why and how. Thanks for sharing!!
THANK YOU!!!! I have a 2014 XV Crosstrek Hybrid and it's my first Subaru. I've understood their AWD at the basic level but really enjoy having it explained thoroughly like this!!
Every time I come up with a question in my head you literally upload a vid answering that specific question a few days later... it's happened at least three times now it's like you're a mind reader
Yes, it has been enlightening! From a sensor and software perspective, it would be great to get a high level overview on how the control modules sense and react to different road scenarios.
Thanks, always wondered what AWD system my Subaru uses. Now I know it uses the Variable Torque Distribution (VDT) as I have a 5 speed automatic on my Legacy H6.
Another great video! Thank you! The way you employ basic physics to explain automobile technologies is Great! Just one suggestion related to Subaru AWD - the central differential and the MPC work in parallel (not in series) in the VTD and the DCCD. That is an important part of their operation principle. I would love to see a separate video that compares WRX manual vs. CVT in terms of transmissions ( Torque converter vs. clutch; CVT vs. fixed gears; VTD vs. LSD) - theoretical advantages and technical limitations. Thanks again!
Great video! Thanks for explaining all of the Subaru AWD systems. It might be helpful to note that all Subaru models with the "winter weather package" from the factory (front wiper defroster/deicer, heated seats, winter mats, and defrosting/defogging mirrors) are also equipped with limited slip rear differentials. As far as I know, this has been the case for a long time and applies to all models/trims/transmissions.
Audi's Quattro is full time, at least it was on my '98 A4. That car's system was like #1 on the left above, except the center diff was a Torsen, not a viscous coupling. And, it was wonderful in snow.
There is no such concept as part-time or full-time AWD. These concepts were developed for 4WD systems, not AWD. All AWD are full-time as they are regulated by the computer at all times. Their torque splits may be varied, even to 0 to an axle, if that's what's best at times, but the system is on 100% of the time. Part-time 4WD systems required the driver to manually engage the system for it to work. Full-time systems were always on.
Last thing that you said about media making misleading statements is absolutely true, I've heard that from many reputable journalist; It looks like they do not even have any idea that locked diff gives variable torque to each axle and open didd is the one with 50/50 split.
Engineering Explained the dccd allows complete lock. it's my understanding thats only good for off-road/ rally. when would I use the 1- 5 bars on the dccd vs leave it in auto? since the dccd is a clutch pack can the AWD system disengage the rear like a haldex unit?
he already did a video on torsen (real quattro is just a torsen,) and he already did haldex (4motion.) 4matic and xdrive work the same as haldex but some times are front first and some times rear first. those have no dedicated systems for the branding.
Xdrive seems to be similar to number 2, ATS. ATS type might be most common in industry. Quite cheap and with good control electronics and sensors and software very good. Quattro is now mostly trademark for all Audi 4 wheel drive systems. Original loved torsen is now used less, mostly is similar to ATS, but they disengage driveshaft from differential too, so wheel do not spend energy to rotate that for nothing. Actually I think this does not save much as it only few bearings friction reduced.
Could you do reviews of other manufacturer's AWD systems, like Honda/Acura, BMW, Audi/VW, Mercedes, toyota/Lexus and few others? It would be great to really know and understand how they all work
Fantastic overview of the four AWD systems, thank you so much. Sadly, accurate in-depth information delivered in a fashion that can be digested by the common man is hard to find; you however have nailed it - well done.
Yeah a lot of the old ones had viscous lsd in the rear. My 97 Outback does, Forester S models do after 2000 and others that I don't know off the top of my head. Easy way to check is get both rears in the air and spin one tire, if they go in opposite directions it's open, both in the same direction it's lsd
another reason to buy the WRX cvt edition. It is closer to the sti then the WRX manual is. I bet you most people that makes fun of WRX cvt drivers don't know this. Thanks Jason you make me smarter every day.
Why do they use open rear differentials? My 2004 Legacy 3.0R has a limited slip rear diff, electronically controlled variable centre diff capable of up to 80:20 torque split both ways (VTD: Variable Torque Distribution) and has VDC: Vehicle Dynamics Control which brakes individual wheels as necessary to reduce wheel slip and improve stability when cornering hard by slightly braking the inside wheels. It seems like my 13 years old Subaru has a better AWD system than all of the new Subarus bar the STI WRX. Is that right? It's a shame if that's the case.
business is business, most manifacturers donwgraded mecanical component in exchange for electronic guizmo which on a markerting point of view is currently more exiting than a torsen diff. Your car was better 4 sure but now you can get eyesight which almost drive for you....
Your 13 year old Subaru in fact does have a better system because it is a much more expensive car. The non-R Legacies don't have such great systems. It's all an issue of cost savings. Does your car have a physical limited slip differential or is it electronic (which is really just a traction control system.) It seems you use a ton of Subaru terminology, but not really sure of what they do. The Vehicle Dynamics Control system is simply a traction control system integrated into turns. It is now called Torque Vectoring, but is really just active traction control. Acura is the only company that employs actual torque vectoring where they alter the amount of torque sent to each wheel in turns by adding torque. What sets your Subaru from today's systems is the 80:20 differential. Today's Subaru's mostly give you a 40:60 to 60:40 split. Too bad people today don't know that and think they're still getting something good. They aren't anymore.
I understand what you said but the electronic versions are simpler in some respects and work well. We needed a car get up the mountain to go snowboarding, older Subarus had head gasket issues and wife wanted a newer car, we got 14 outback used. I put snows on it to meet local laws on mountain passes and its unstoppable, even with the electronic system and open diffs. It feels bolted to the ground and one has to really try to get it to spin or slide with snow tires. The AWD on the newer Hyundai's are also very similar use a electronic clutch to actively engage rear based on anticipation (like you floor it from a stop). this Subaru system does spin the front tires about 1/3 of a rotation or less from like a start - probably for MPG concerns about drag on the driveline. But we're getting mid 20's MPG and great traction so can't complain.
My GF does not understand why I like watching your videos because they have such "dry" material in them. Just wanted to say thanks for the work you put into this channel. Its one thing to hear about opinions and what people think is the best and its another to get the cold hard facts and math used when the engineer made the vehicle and its systems. You lay it out in a plain way in every video so that technically inclined folks can get the dirty details and also explain it so the... urm... slight less advanced in education can understand what the data means. Keep up the amazing job in providing insight into the slightly less understood science of cars.
Great video Jason! I would love to hear about all the AWD setups in their own respective videos to cover each version. Haldex Gen 1-5, Attesa Variants, Xdrive. One question I’ve always had was which types of couplers they each use and what differential setups are involved. It’d be a great series!
All your videos sound very high-tech and hard to understand, but your videos make it seem easy. I'm a car guru, and care about the specs and numbers, but I'm learning a lot more information from your channel. My mom has a Ford Escape and doesn't understand why her wheels can split so much torque to one wheel and how it does it. I told her, in which was pretty much the way you are saying it, and she now understands a little more about her car.
What about my old subi wagon? It was a great design. Manual trans, front wheel drive, with shift on the fly 4wd, and a true 2 speed transfer case low range. Maybe I'm just old school, but I would take that over any of the new systems.
Pretty simple.. it’s never on ha. Only after slip at slow speeds. As soon as you hit road speeds not so much. Honda’s are arguably the best 2wd cars out there. Toyota for 4x4. But Subaru is the way to go if you actually need AWD.
@@chazlyle41 At least a couple of years ago if your Honda AWD was trying to start up a slippery icy driveway the front wheels would just spin and the back wheels on the street would do nothing.
Funny-ish story, the Subaru sales guy asked me how I knew so much about the crosstrek. I told him it was the engineering explained guy. All at once all of the sales people said, “We love that guy!”.
"The DCCD system, which previously used a combination of mechanical and electronic center limited slip differential control, now uses electronic control for quicker and smoother response." - Subaru Press Release
I just bought a 2018 Crosstrek Limited. It seems like a lot of people hate the cvt, saying that it has a premature failure due to the multi-plate clutch pack allowing so much slip. I'm not an engineer so I really can't speak for this but it seems like a valid argument.
well, it does work on a Haldex since years but it can be a difference though: Volvo Haldex is tuned to provide something like 90/10 slip so actually it works slipping with a limited wear. Subaru set up is more like close to 60/40 so must be engaged and yet still slip a lot ( 50/50 would be no slip under a steady state conditions) so it is more prone to premature wear. The only question is if realistically is robust enough to work for the whole car life span?
The CVT is connected to the clutch pack, which is a part of the PTU, which then runs both drive axles. I don't see how the slippage in the clutch pack, which alters the torque distribution between the front and rear drive axles has an effect on the transmission, which simply connects the torque to the PTU. You want to explain your line of thinking?
@@emjayay Torsen diffs are not viscous. There are good youtube videos depicting how Torsens work. Very clever unit. Good thing the world didn't wait for me to invent it...
I like that you explained the wizardry subaru claims with the active all wheel drive because I have wondered about that since getting a forester how they make good on the claim that "it doesn't need to lose traction before taking action"
I had a 1990 Subaru Legacy with manual trans. It has the VSD and I loved it in all sorts of weather. The idea that I liked about that system is with 50/50 front and rear then divided again at the front and rear. You have 25% of the total power to the ground at each wheel under normal acceleration. What I found in practice is that I seldom broke any wheel loose. 25% of the power was not enough to break a wheel loose in most conditions. Even in snow the car just moves forward.
it also seems that there is really a max torque amount, these clutches are actually able to transfer. seen in another video, where the front wheels in a high traction situation where slipping, while the rear wheels didn't turn at all. It was an old manual Forester... to bad, you didn't explain how these clutches /center diffs actually achieve the torque split. In a equal grip situation between front and rear wheels, without 2 independent clutch packs for front and rear, how would they be able to vary the torque split? btw: those blended in videos of the cars are rather distracting from your great explanation
Finally, was waiting for this. Now we just need some more in-depth videos with these systems. It's not all clear which direction power is sent by default with and without clutch lockup.
kern417 In most AWD designs, the power that goes to the rear axle is provided by the front axle, so the rear wheels cannot turn faster than the front without something additional hardware.
Probably to make the car safer, in the snow you would get under steer, causing the car to plow, where as if you had more power in the rear it would over steer, possibly sending the car into a spin.
There are actually plenty of vehicles that have a rear bias and vehicles that can create a rear bias. The Ford Kuga/Escape and Jeep Cherokee for example, normally send 100% of torque to the front, but given front slippage, increase the rear torque until either the slippage is gone or they send 100% of torque to the rear. German performance cars like BMW and Mercedes are rear-biased for performance. They only send some torque to the front wheels. They design most of their cars to be RWD, so they want to stay true to that.
I've been looking for this information for a while now, thanks so much! I've got a WRX CVT and I knew the diff setup was different from the manual version, but this video is the only coherent explanation I've found so far.
As always great video. Could you do a more detailed video of the DCCD and AWD on the 2015 STI. I'm trying to understand more how it works so I can use the correct setting for auto cross. Most people say to just leave it in auto but sometimes I it feels better to me in manual with a few clicks up.You mentioned its not really a 50/50 lock and sends power to the axle that is not slipping; would this mean if I was lifting a rear wheel (which makes the Tosen type rear diff send all the power to the wheel in the air unfortunately) and the DCCD was in manual it would send the power to the front axle when the rear has a wheel up? Recently changed my suspension and now have less droop and body roll and having a problem keeping the rear planted.
Think of dccd as a mechanical centre diff lock on big 4wds. Landcruisers for example 3 diffs, front, centre, rear. Most have a centre lock, some can lock centre and rear and some can lock all 3. The dccd is a tour centre diff lock but as opposed to the Landcruiser being either om or off, your dccd can vary anywhere between being an open diff (0%) to complete centre diff lock (100%)
Hi, nice vid, I have a quick question. Regarding the Active Torque Split system, from my understanding the car can only adjust torque delivery in the range 100F/0R (clutch completely disengaged) to 50F/50R (clutch completely engaged). There is no way for it to send more torque to the rear wheels than the front. Is this correct? If the front wheels were on ice and the rear on dry pavement, the car would engage the clutch, the front wheels would still spin, but at least 50% of the engine torque would be sent to the rear wheels which have traction and the car would be able to accelerate. Please let me know if there is something else I am missing here.
When truly locked, front is not free to spin anymore. They are bound to the rear. They can turn only and at the same rate as the rear. Not sure if the torque rear could get is still 50.
What you are missing is that the front wheels on the (hypothetical frictionless) ice don't need any torque to spin, so all the torque goes to the rear. Otherwise the other 50% of the torque should magically vanish somewhere, which would violate the first law of thermodynamics.
No subaru is 100F/0R. The lowest split to the rear is older autos (4EAT and 5EAT) is 90F/10R. As soon as the front slips, center "diff" will lock and do a full 50/50. For older autos, the front wheels never see anything lower than 50%.
My 2002 Subaru Forester Sport Manual, naturally aspirated (Canadian edition - there was no such model in the US, as far as I know) has a viscous-type central differential and a viscous-type limited-slip rear differential, and it's very capable.
He mentions that all viscous center differential AWD systems are open rear differential, which is incorrect. Select older models with manual transmissions(such as the 2nd gen WRX, some Outbacks, some Foresters) were offered with a viscous rear LSD. One notable exception to this rule is the Subaru Leone RX Turbo and other various classic Subaru turbo models with full-time AWD (most classic Subaru vehicles are FWD or part-time 4WD) were offered standard with a clutch-type rear LSD. These are sought after by Nissan drifters as the R160 rear differential is shared across various Nissan RWD vehicles. The Subaru Leone RX Turbo is the first AWD Subaru to use the viscous center differential system, known as Subaru's Continuous AWD system (or Viscous Centre Differential AWD for British-English areas). The Subaru XT6 (known in Japan as the Subaru Alcyone VX) was the first AWD Subaru to use the Active Torque Split, known as Subaru's Active AWD system in Subaru of America's nomenclature. Also, this first 6-cylinder vehicle was the first Subaru to establish the current 5x100 wheel bolt pattern. The Subaru Alcyone SVX (or known as just the Subaru SVX) was the first AWD Subaru to use the VTD (Variable Torque Distribution) AWD system. However, important to note is that only specific markets got the VTD, most markets got the less-sophisticated active torque split AWD system. The Japanese market Subaru Alcyone SVX also offered 4-wheel steering (4WS). Various turbo-4 cylinder and 6-cylinder Subaru vehicles may have equipped with this AWD system, to include their crossovers. The primary mechanical difference between the ATS and VTD is the center planetary gearset implemented in VTD. It is essentially a simplified version of DCCD without the viscous coupling center differential. The DCCD AWD system derives its roots from rally racing in the WRC. The most famous early example of this AWD system being implemented is the Subaru Impreza 22B-STi Version, often known as just the 22B. The initial maximum rear-biased torque split ranged from 35/65 F/R to the current 41/59 F/R torque split implemented in MY2008. For 2018 model year WRX STI, the DCCD loses the mechanical viscous center differential and operates somewhat similarly to VTD, but with manual control.
I believe what he meant was that the CENTER differential was open on the viscous center diff system. Most vehicles that run in a 50/50 torque split have locked differentials. It's important to know that because the open center differential allows for different RPMs between axles.
Regarding the 50/50 split thing, cause i've been over it for almost a year now. I think i can shed some light on that. Let's start with the VLSD one: It's essentially an open diff that will be forced to "lock" if one axle slips. Easy. Perfectly good on tarmac, alright on gravel/snow because it can't be completely locked. If one axle slips, _some_ torque will go to the other axle, but the slipping axle will always get more, due to the nature of the Viscous coupling The ATS (i have that in my '00 SF5 STi with 4EAT Auto): It can technically do anything between 100/0 F/R (fully closed transfer solenoid, only possible by inserting the FWD fuse, TCM will only allow 90/10) up to 50/50 (fully open transfer solenoid, the TCM can do that), but 50/50 will result in 4WD, so both axles will get equal power no matter what. Great on gravel/snow but really bad on tarmac, but as long as you don't do the poor mans DCCD mod and leave it in locked, the TCM will do just fine. The VTD: It has a mechanical planetary diff with 45/55 F/R and the clutchpack. If the clutchpack is open (transfer solenoid fully closed, TCM can't do that), it's essentially an open diff with a rear bias. If the clutchpack is fully closed, it locks in 50/50 (4WD). Also it is possible to swap a 4EAT VTD transfer assembly on a ATS 4EAT gearbox. The DCCD: It's basically the same as the VTD, except for the different ratio, the driver controlled part and the manual transmission. Selecting 50/50 will result in a locked center, 4WD, obviously not a good idea on tarmac. So the difference between VLSD 50/50 and all the other 50/50 splits is that the VLSD can not completely lock the center.
Almost correct. X-Drive IS hill descent control and has no benefits for driving on level surfaces or up hill. It is a system to slow your descent without using brakes via your foot. It uses the engine and brakes to slow you to a crawl while descending. It's mostly a gimmick as it rarely needs to be used and in most cases it does, shifting into a low gear will get the job done along with your right foot.
@@afcgeo882 I have X-mode on my Subaru an actually didn't know it mostly just did downhill braking. I thought maybe it locked up for uphill or something. Maybe someday unlike 99% of owners I'll be in a situation to give it a try!
SHAWD is a better system. Subaru had an active diff system in the SVX. The STI is completely mechanical. All they need to do is pair a more reliable engine and they would do a lot better.
In what way? It's an active diff, has a clutch pack. And works the same way with a different torque split. It's pretty much on par with any active diff system from Audi, Subaru (when they offered it), Acura, and BMW.
I like how the car compensates for acceleration. I have noticed when it puts you in your seat. They are all fun cars Subaru has and I would say they make the ultimate off road AWD systems.
I only really appreciate my STi's AWD when it's on snow, it really does help the car go, and stay on course and it fixes it's understeer (more like me going too fast on snow at a turn) by kicking the rear out. When I feel the car pivot back and forth and with minimal steering input and constant throttle, the car stays straight. LOVE IT!
I watched your old video "bad suspension mods" and I got an Idea can you put every possible suspension mods for s2k? Coilovers, swaybars, adjustable arms and links, stiff bushings? Please? Will you do it?😢
Gedas alekveravičius Speaking from first hand experience. I had a 2006 Subaru Legacy GT (sedan) and I extensively modded the suspension. Bilstein HD struts, Swift linear springs, Whiteline polyurethane bushings, Whiteline rear suspension links, AVO solid sway bar endlinks, AVO rear sway bar reinforcement brackets, Energy Suspension polyurethane sway bar bushings on the front and back, Legacy Spec B upper mounts, and a Whiteline roll center and bump steer kit. Long story short, car handled great and I could really fling it around corners. But, I also ruined it. it was way too stiff and just not worth what the effort was. I went too far. All of the mods you want Engineering Explained to try out will just ruin the car on almost any road.
Jerome Flaherty I can related I have a specb3.0 wagon highway driving is a hoot! I now feel every imperfection on the new highway with poly bushings and stiffer suspension get a constant massage through the steering wheel
I agree with Charlie, a 2 speed transfer case is all you need. The complexity of these systems is crazy! One more thing about all wheel drive. If you have a flat tire, or even have one tire losing air pressure, fix it or replace it. All wheel drive does NOT like different size tires, not even 2 new front tires verses older, with wear tires on the rear. Their circumferences are different causing damage to drive line parts which will be expensive to repair/replace!
Idtelos whats really interesting is if you look at a subaru its logo has 6 stars and is on the front the steering wheel and the rear and also the meaning of subaru
I have had the first three Subaru awd systems and I still have two Outbacks one with ATS (quite new one) and one with VTD (10 years old Outback 3.0R). ATS is much like all the new awd:s I have driven and owned but the VTD with rear Viscous limited slip differential is another story. It is the best AWD I have driven. It is a beast. On snow or tarmac, it is just super. And it is so fun to drive. The rear emphasis makes the car so very easy to drive. Even when you drive it hard, on the edge. Steering the car is done as much with the throttle as with steering wheel. And needles to say, the ability to move forward in slippery conditions (snowy winters here in Finland and the endless gravel roads in the summer time) of the car is just phenomenal. I do love my Subaru and especially the old Outback but I have to confess, the new one could be any other awd vehicle, there really is nothing special in the new Outback anymore. And the handling is much worse than in the 3rd gen Outback. To be honest it is much worse than in the many competitors today. It is a pitty. Outback 3rd gen was on it's own league in it's class back then. And it still is a superb awd vehicle.
The CVT/4spd clutch pack system is fwd full time with the clutch connecting the rear wheels. In some cases you can install a fuse in a 'service port' and fully open the clutch for fwd. It is capable of putting 100% of the engines power to the front wheels. I know this because I worked on an svx auto behind a blown 3.5 rover v8 that was in an MR configuration, no rear driveshaft at all
To increase sales of the brand and "gain" fuel economy. it would be better if they did an traditional auto or a dct but we can only shake our head in wonder.
The cvt wrx sti is actually capable of going faster quicker because without the need to press a clutch and shift gears you just floor it and with a no gear transmission it just keeps winding out.... now I'm a high believer that this takes all the fun out of a sports car but I do work in the service dept of a subaru dealership and can tell you a cvt sti will pull away much faster than a standard
Matt Bodkins that's funny... subaru doesn't make the STi in a CVT... they know better than that. Also if the CVT is so good and so fast, why did Subaru extend the warranty of all 2010+ CVTs to 8yr, 100k miles? And not to mention everyone with a CVT gets a letter in the mail, everyone that got a letter gets warranty extended 1 year from the date they received the letter, regardless of age/mileage.
you probably have a rear lsd, so not really the shittiest car. Visco center diff and visco rear diff, i have a gc8 1998, GT, and i have a rear visco LSD atleast.
Manual WRX is so much better than the CVT WRX. Gets better fuel economy, weighs less, higher final drive ratio (more aggressive gearing), costs less, and ya know, it's a manual!
jack greenwood I bet you can't. Probably because you don't actually know. Otherwise, you would be showing us just how clever you are. Judging by your inability to form a coherent sentence with basic punctuation and capitalization, I'm not surprised.
jack greenwood lol, says the dude driving the 13 year old Subie. I have a Subaru specialist shop and this guy is spot on. Feel free to add your vast technical knowledge to this my keyboard warrior friend
I love your videos man. I don't care what anyone says. You are super knowledgeable and I appreciate it. You have helped me learn the basic Foundation of how engines transmissions and other things work. Thanks. Love the 3D models helps a lot to give you an idea how it all works.
As an engineer, I wished I always would have the same skills as you to explain things to people. Great video once again.
I'm 14 and I started watching you when I was 12, despite all of this knowledge is over me, I like to think I know the basics of what you are talking and I have gained a head start! I'd like to say thank you for teaching me! ❤️🚙
That's great, good on you starting to learn young!
Backfired V7 keep watching this stuff. Especially if you want to go into a technical field when you're older.
Engineering Explained and Jason Moede, thank you for giving me feedback! I really appreciate that! And keep it up EE! ❤️🚙
Jason's videos are extremely helpful, even if you're not going into an automotive career. If you love cars as much as I do, this channel is a must. I've learned more than I thought I would subscribing to my main man Jason.
I have now watched this video atleased 5 times reading these comments! Thank you for the likes and replies. It really means something to me! ❤️🔰🚙
Not gonna lie, your videos have made me fall in love with my Subaru. My dad got the exact same Subaru as you (2017 Crosstrek w/ manual transmission) and at first, I was not a huge fan of it, but now that I've watched so many of your videos, I understand what's behind all of it and why it actually is such a good car. Learned to drive stick on it, and damn, I love driving it!
After STI and WRX the Crosstrek is the best in my opinion
My mom has a '23 Crosstrek 6spd. Good little car, but it's completely gutless. I have a '19 STi, and I love it, warts and all.
How to teach in 2017 by Jason: "Get a huge board get a stool with wheels so you can drift while you teach"
I have a 2013 Outback with the 6 cyl engine. At least at that time, the cvt transmission wasn't available with the bigger engine. I'm not sure what awd version I have, but it's a beast. My car will climb a tree of I ask it to. It has even replaced my truck as my primary vehicle for deep backcountry snowboarding expeditions. Crazy!
You have an older system that was mated to automatic trannies. It was older, but better and could do 20:80 splits if needed.
I also have the 5 speed automatic and 6 cyiinder engine in my 2013 Tribeca, so we share the marvelously designed VTD (Variable Torque Distribution) system that was wonderfully illustrated by Jason as his 3rd example on his whiteboard, which distributes power 45% to the front differential and 55% to the rear limited slip differential, with the ability to to transfer additional power to either axle that requires it (via the Electronic Hydraulic Transfer Clutch). The system provides incredible traction in the ice and snow!
I never knew there was a difference in all of these AWD systems. Great Information.
White board upgrade? He going big boiz! Get all those facts on a HUGE slick white board!
It's been around a bit, but my garage is usually either freezing or 100 degrees, so I don't post often with it. So much space though, it's great! ua-cam.com/video/v3QxsJRNigs/v-deo.html
Move that bad boy inside. :)
Engineering Explained can you review the Nissan intelligent all-wheel drive that's on Rogue SUV and also the new CR-V updated all wheel drive system please and thank you warmest Aloha from the Big Island
It's because I love to learn about vehicles is why this is one of my favorite channels of all time!
Wow! I thought i learned about STI transmission in sex-ed. Thanks Jason!
It's a little different when you have LSD involved
It was pretty viscous alright!
such an underrated comment
@@ttguitarnoob Even more so when you have the LDS involved...
harley in my day they were called std’s
I've been driving Subarus for ~15 years, both manuals and CVT. This was great. I knew about the 50/50 and 60/40 but not the details of why and how. Thanks for sharing!!
THANK YOU!!!! I have a 2014 XV Crosstrek Hybrid and it's my first Subaru. I've understood their AWD at the basic level but really enjoy having it explained thoroughly like this!!
Every time I come up with a question in my head you literally upload a vid answering that specific question a few days later... it's happened at least three times now it's like you're a mind reader
That's a big white board you've got right there.
Alberto Llinares or he shrunk
Pedro Rocha i think the shrunken option is more realistic
he should make a video about how his shrinkray works
I think he's gradually sizing up so we don't notice it as much. haha.
Lol!
Yes, it has been enlightening! From a sensor and software perspective, it would be great to get a high level overview on how the control modules sense and react to different road scenarios.
Thanks, always wondered what AWD system my Subaru uses. Now I know it uses the Variable Torque Distribution (VDT) as I have a 5 speed automatic on my Legacy H6.
No one explains automotive engineering better, in my opinion, keep up the good work!
Also viscous doesnt wear out, clutches do. But it doesnt last forever eather, it just locks up when its too old.
T1mok They usually go open with age and miles. I'm lucky that my H6 Outback VLSD works.
Thanks for sharing! Got a 2017 WRX with about 5800 miles. 10 month owner and LOVE.
Another great video! Thank you! The way you employ basic physics to explain automobile technologies is Great! Just one suggestion related to Subaru AWD - the central differential and the MPC work in parallel (not in series) in the VTD and the DCCD. That is an important part of their operation principle. I would love to see a separate video that compares WRX manual vs. CVT in terms of transmissions ( Torque converter vs. clutch; CVT vs. fixed gears; VTD vs. LSD) - theoretical advantages and technical limitations. Thanks again!
Great video! Thanks for explaining all of the Subaru AWD systems. It might be helpful to note that all Subaru models with the "winter weather package" from the factory (front wiper defroster/deicer, heated seats, winter mats, and defrosting/defogging mirrors) are also equipped with limited slip rear differentials. As far as I know, this has been the case for a long time and applies to all models/trims/transmissions.
This was amazing please do something similar to different AWD systems between manufacturers like Audi, Mercedes, BMW, Acura, Mitsubishi, Ford, VW...
Vitor H. Sá most are part time awd, subaru is true awd
Audi's Quattro is full time, at least it was on my '98 A4. That car's system was like #1 on the left above, except the center diff was a Torsen, not a viscous coupling. And, it was wonderful in snow.
There is no such concept as part-time or full-time AWD. These concepts were developed for 4WD systems, not AWD. All AWD are full-time as they are regulated by the computer at all times. Their torque splits may be varied, even to 0 to an axle, if that's what's best at times, but the system is on 100% of the time.
Part-time 4WD systems required the driver to manually engage the system for it to work. Full-time systems were always on.
the Quattro is similar to the VTD system.
Last thing that you said about media making misleading statements is absolutely true, I've heard that from many reputable journalist; It looks like they do not even have any idea that locked diff gives variable torque to each axle and open didd is the one with 50/50 split.
Viscous in mine and totally satisfied.
What subi do you have?
@@jovandjukic5923 Had a XV 2.0i with MT. Switched to A4 3.2 FSI MT with quattro...needed more power...
@@snowman0008 yep, understand :) both awd system are good :)
Simply awesome. I love my 2017 base model WRX. I love Subaru vehicles period. Great videos and stay safe brother 🙏.
could you do this for mitsubishi? I have always wanted a lancer evolution and would love an engineers explanation of the systems they use
He already has.
Here ya go! ua-cam.com/video/h2Ojw8lCZX4/v-deo.html
Dóka Bence this is what I get for commenting while half asleep >_
Engineering Explained thank you ^_^
Engineering Explained the dccd allows complete lock. it's my
understanding thats only good for off-road/ rally. when would I use the
1- 5 bars on the dccd vs leave it in auto? since the dccd is a clutch
pack can the AWD system disengage the rear like a haldex unit?
I owned a 1987 Toyota 4Runner 4x4 and added aftermarket locking differentials front and rear. The difference in traction offroad was astounding!
now QUATTRO please!
or quattro vs 4matic vs xdrive vs 4motion
Yoseob Yang Quattro and 4motion have 2 different systems and now a 3rd with the new S4 coming out
Andrew Finney then it makes even more sense to do a comparison isnt it?
Yoseob Yang All of them
he already did a video on torsen (real quattro is just a torsen,) and he already did haldex (4motion.) 4matic and xdrive work the same as haldex but some times are front first and some times rear first. those have no dedicated systems for the branding.
Xdrive seems to be similar to number 2, ATS. ATS type might be most common in industry. Quite cheap and with good control electronics and sensors and software very good. Quattro is now mostly trademark for all Audi 4 wheel drive systems. Original loved torsen is now used less, mostly is similar to ATS, but they disengage driveshaft from differential too, so wheel do not spend energy to rotate that for nothing. Actually I think this does not save much as it only few bearings friction reduced.
Liked this video before watching it for two reasons:
1. When I saw the HUGE whiteboard full of info;
2. I'm a BIG Subaru fan.
Could you do reviews of other manufacturer's AWD systems, like Honda/Acura, BMW, Audi/VW, Mercedes, toyota/Lexus and few others? It would be great to really know and understand how they all work
Fantastic overview of the four AWD systems, thank you so much. Sadly, accurate in-depth information delivered in a fashion that can be digested by the common man is hard to find; you however have nailed it - well done.
According to my knowledge, some of the older Foresters (2005 for example) had rear LSD differential
Yeah a lot of the old ones had viscous lsd in the rear. My 97 Outback does, Forester S models do after 2000 and others that I don't know off the top of my head. Easy way to check is get both rears in the air and spin one tire, if they go in opposite directions it's open, both in the same direction it's lsd
another reason to buy the WRX cvt edition. It is closer to the sti then the WRX manual is. I bet you most people that makes fun of WRX cvt drivers don't know this. Thanks Jason you make me smarter every day.
Why do they use open rear differentials? My 2004 Legacy 3.0R has a limited slip rear diff, electronically controlled variable centre diff capable of up to 80:20 torque split both ways (VTD: Variable Torque Distribution) and has VDC: Vehicle Dynamics Control which brakes individual wheels as necessary to reduce wheel slip and improve stability when cornering hard by slightly braking the inside wheels. It seems like my 13 years old Subaru has a better AWD system than all of the new Subarus bar the STI WRX. Is that right? It's a shame if that's the case.
business is business, most manifacturers donwgraded mecanical component in exchange for electronic guizmo which on a markerting point of view is currently more exiting than a torsen diff. Your car was better 4 sure but now you can get eyesight which almost drive for you....
Your 13 year old Subaru in fact does have a better system because it is a much more expensive car. The non-R Legacies don't have such great systems. It's all an issue of cost savings. Does your car have a physical limited slip differential or is it electronic (which is really just a traction control system.) It seems you use a ton of Subaru terminology, but not really sure of what they do. The Vehicle Dynamics Control system is simply a traction control system integrated into turns. It is now called Torque Vectoring, but is really just active traction control. Acura is the only company that employs actual torque vectoring where they alter the amount of torque sent to each wheel in turns by adding torque.
What sets your Subaru from today's systems is the 80:20 differential. Today's Subaru's mostly give you a 40:60 to 60:40 split. Too bad people today don't know that and think they're still getting something good. They aren't anymore.
I understand what you said but the electronic versions are simpler in some respects and work well. We needed a car get up the mountain to go snowboarding, older Subarus had head gasket issues and wife wanted a newer car, we got 14 outback used. I put snows on it to meet local laws on mountain passes and its unstoppable, even with the electronic system and open diffs. It feels bolted to the ground and one has to really try to get it to spin or slide with snow tires. The AWD on the newer Hyundai's are also very similar use a electronic clutch to actively engage rear based on anticipation (like you floor it from a stop). this Subaru system does spin the front tires about 1/3 of a rotation or less from like a start - probably for MPG concerns about drag on the driveline. But we're getting mid 20's MPG and great traction so can't complain.
My GF does not understand why I like watching your videos because they have such "dry" material in them. Just wanted to say thanks for the work you put into this channel. Its one thing to hear about opinions and what people think is the best and its another to get the cold hard facts and math used when the engineer made the vehicle and its systems. You lay it out in a plain way in every video so that technically inclined folks can get the dirty details and also explain it so the... urm... slight less advanced in education can understand what the data means. Keep up the amazing job in providing insight into the slightly less understood science of cars.
Aww man, thank you so much for always doing your best in your videos!
Great video Jason!
I would love to hear about all the AWD setups in their own respective videos to cover each version. Haldex Gen 1-5, Attesa Variants, Xdrive.
One question I’ve always had was which types of couplers they each use and what differential setups are involved. It’d be a great series!
06-08 Legacy spec.B had the DCCD system.
Well thought out good explanation EE!
No it doesn't. It has the same awd system as the wrx.
Spec B has the same 6spd trans case as the sti but different gear ratios and no front LSD or DCCD. It uses the viscous coupling like the 5spd manu
All your videos sound very high-tech and hard to understand, but your videos make it seem easy. I'm a car guru, and care about the specs and numbers, but I'm learning a lot more information from your channel. My mom has a Ford Escape and doesn't understand why her wheels can split so much torque to one wheel and how it does it. I told her, in which was pretty much the way you are saying it, and she now understands a little more about her car.
What about my old subi wagon? It was a great design. Manual trans, front wheel drive, with shift on the fly 4wd, and a true 2 speed transfer case low range. Maybe I'm just old school, but I would take that over any of the new systems.
I have a manual 2003 wrx. 5 speed manual, a limited slip rear diff, viscous center diff, with no traction or stability control. I love it so much
Worth noting that the Aus spec WRX has a rear LSD... no idea why, but im happy to get it
Chris Tate My 04 USDM FXT has LSD in the rear as WELL, he didn't cover that .
ALL WRXs have a limited slip diff in the rear. WRX STi have limited slip diffs in front and rear.
Any chance for an in depth video of how the dccd works? I still don't completely get what to use when tracking
Do a video on Hondas current AWD systems just like you did this video. Awesome content! Btw I have an s2k also
Pretty simple.. it’s never on ha. Only after slip at slow speeds. As soon as you hit road speeds not so much. Honda’s are arguably the best 2wd cars out there. Toyota for 4x4. But Subaru is the way to go if you actually need AWD.
@@chazlyle41 At least a couple of years ago if your Honda AWD was trying to start up a slippery icy driveway the front wheels would just spin and the back wheels on the street would do nothing.
Bought a 2016 Subaru Crosstrek yesterday, mainly based on your informative videos. Thanks for doing the research so I don’t have to.
You’re very welcome, and congrats on the new ride! Still loving mine, especially when it snows!
Funny-ish story, the Subaru sales guy asked me how I knew so much about the crosstrek. I told him it was the engineering explained guy. All at once all of the sales people said, “We love that guy!”.
Didn't Subaru switch to a fully electric center dif on the 2018 STI?
Yes that's what their press kit says. Not sure on what the actual difference is, perhaps just eliminated the second mechanical LSD in the center.
for ATS and VTD, is that essentially torque vectoring but front to rear instead of side to side ???
Yup! Came to the comment section to say that.
"The DCCD system, which previously used a combination of mechanical and electronic center limited slip differential control, now uses electronic control for quicker and smoother response." - Subaru Press Release
I just bought a 2018 Crosstrek Limited. It seems like a lot of people hate the cvt, saying that it has a premature failure due to the multi-plate clutch pack allowing so much slip. I'm not an engineer so I really can't speak for this but it seems like a valid argument.
well, it does work on a Haldex since years but it can be a difference though: Volvo Haldex is tuned to provide something like 90/10 slip so actually it works slipping with a limited wear. Subaru set up is more like close to 60/40 so must be engaged and yet still slip a lot ( 50/50 would be no slip under a steady state conditions) so it is more prone to premature wear. The only question is if realistically is robust enough to work for the whole car life span?
The CVT is connected to the clutch pack, which is a part of the PTU, which then runs both drive axles. I don't see how the slippage in the clutch pack, which alters the torque distribution between the front and rear drive axles has an effect on the transmission, which simply connects the torque to the PTU. You want to explain your line of thinking?
Torsion vs helical LSD should be your next video
Yeah. I've always assumed they are one and the same.
You meant Torsen, not Torsion. Torsen = the viscous diff on #1. Yes, Jason should do a video on that. They are completely different.
@@emjayay Torsen diffs are not viscous. There are good youtube videos depicting how Torsens work. Very clever unit. Good thing the world didn't wait for me to invent it...
I've a WRX, and it's gotten me through 6 inches of snow really easily. I've never had the opportunity to drive an STi, but I'd love the DCCD.
Honey, I shrunk the engineer
I like that you explained the wizardry subaru claims with the active all wheel drive because I have wondered about that since getting a forester how they make good on the claim that "it doesn't need to lose traction before taking action"
the whiteboard gets an upgrade :D
I had a 1990 Subaru Legacy with manual trans. It has the VSD and I loved it in all sorts of weather.
The idea that I liked about that system is with 50/50 front and rear then divided again at the front and rear.
You have 25% of the total power to the ground at each wheel under normal acceleration.
What I found in practice is that I seldom broke any wheel loose. 25% of the power was not enough to
break a wheel loose in most conditions. Even in snow the car just moves forward.
I came here with the intent on learning how Subaru's awd system works, and left as a youtube certified subaru sales man.
Lml
Probably know more than most salesman already
it also seems that there is really a max torque amount, these clutches are actually able to transfer. seen in another video, where the front wheels in a high traction situation where slipping, while the rear wheels didn't turn at all. It was an old manual Forester...
to bad, you didn't explain how these clutches /center diffs actually achieve the torque split. In a equal grip situation between front and rear wheels, without 2 independent clutch packs for front and rear, how would they be able to vary the torque split?
btw: those blended in videos of the cars are rather distracting from your great explanation
My dog enjoyed this video. I am both amused and a bit freaked out.
Finally, was waiting for this. Now we just need some more in-depth videos with these systems. It's not all clear which direction power is sent by default with and without clutch lockup.
how do companies choose the f/r split that they want to go with? and why can't more cars send 75%+ in either direction?
kern417 In most AWD designs, the power that goes to the rear axle is provided by the front axle, so the rear wheels cannot turn faster than the front without something additional hardware.
That does make sense. But weird that most companies start 50/50 and go up to 60/40. Never understood that.
Probably to make the car safer, in the snow you would get under steer, causing the car to plow, where as if you had more power in the rear it would over steer, possibly sending the car into a spin.
There are actually plenty of vehicles that have a rear bias and vehicles that can create a rear bias. The Ford Kuga/Escape and Jeep Cherokee for example, normally send 100% of torque to the front, but given front slippage, increase the rear torque until either the slippage is gone or they send 100% of torque to the rear.
German performance cars like BMW and Mercedes are rear-biased for performance. They only send some torque to the front wheels. They design most of their cars to be RWD, so they want to stay true to that.
I've been looking for this information for a while now, thanks so much! I've got a WRX CVT and I knew the diff setup was different from the manual version, but this video is the only coherent explanation I've found so far.
As always great video. Could you do a more detailed video of the DCCD and AWD on the 2015 STI. I'm trying to understand more how it works so I can use the correct setting for auto cross. Most people say to just leave it in auto but sometimes I it feels better to me in manual with a few clicks up.You mentioned its not really a 50/50 lock and sends power to the axle that is not slipping; would this mean if I was lifting a rear wheel (which makes the Tosen type rear diff send all the power to the wheel in the air unfortunately) and the DCCD was in manual it would send the power to the front axle when the rear has a wheel up? Recently changed my suspension and now have less droop and body roll and having a problem keeping the rear planted.
Think of dccd as a mechanical centre diff lock on big 4wds.
Landcruisers for example 3 diffs, front, centre, rear. Most have a centre lock, some can lock centre and rear and some can lock all 3.
The dccd is a tour centre diff lock but as opposed to the Landcruiser being either om or off, your dccd can vary anywhere between being an open diff (0%) to complete centre diff lock (100%)
Hence if you drive your sti on. Sealed surfaces with dccd on 100% lock, it'll blow up from too much bind
I'm glad that you are always talking about cars and it's machanics.
So they gave you that big white board first?
Instead of Green Screen indeed
I bought an 06 impreza manual just last week. Can't wait for this winter to test its awd in the snow :)
The stock Impreza muffler is made by 5M?!?!
Fancy, I could only afford one made by 3M.
lol old one
you know it's going to be an awesome video when the board is this huge!
Do one with Quattro
Nice explanation.
Super explanation! VCD driver (diesel) owner here.
Hi, nice vid, I have a quick question. Regarding the Active Torque Split system, from my understanding the car can only adjust torque delivery in the range 100F/0R (clutch completely disengaged) to 50F/50R (clutch completely engaged). There is no way for it to send more torque to the rear wheels than the front. Is this correct? If the front wheels were on ice and the rear on dry pavement, the car would engage the clutch, the front wheels would still spin, but at least 50% of the engine torque would be sent to the rear wheels which have traction and the car would be able to accelerate. Please let me know if there is something else I am missing here.
When truly locked, front is not free to spin anymore. They are bound to the rear. They can turn only and at the same rate as the rear. Not sure if the torque rear could get is still 50.
What you are missing is that the front wheels on the (hypothetical frictionless) ice don't need any torque to spin, so all the torque goes to the rear. Otherwise the other 50% of the torque should magically vanish somewhere, which would violate the first law of thermodynamics.
No subaru is 100F/0R. The lowest split to the rear is older autos (4EAT and 5EAT) is 90F/10R. As soon as the front slips, center "diff" will lock and do a full 50/50. For older autos, the front wheels never see anything lower than 50%.
You're one of the best UA-camrs man.
My car engineering teacher is awesome. His from youtube and he drifts good on chairs with wheels
My 2002 Subaru Forester Sport Manual, naturally aspirated (Canadian edition - there was no such model in the US, as far as I know) has a viscous-type central differential and a viscous-type limited-slip rear differential, and it's very capable.
He mentions that all viscous center differential AWD systems are open rear differential, which is incorrect.
Select older models with manual transmissions(such as the 2nd gen WRX, some Outbacks, some Foresters) were offered with a viscous rear LSD.
One notable exception to this rule is the Subaru Leone RX Turbo and other various classic Subaru turbo models with full-time AWD (most classic Subaru vehicles are FWD or part-time 4WD) were offered standard with a clutch-type rear LSD. These are sought after by Nissan drifters as the R160 rear differential is shared across various Nissan RWD vehicles.
The Subaru Leone RX Turbo is the first AWD Subaru to use the viscous center differential system, known as Subaru's Continuous AWD system (or Viscous Centre Differential AWD for British-English areas).
The Subaru XT6 (known in Japan as the Subaru Alcyone VX) was the first AWD Subaru to use the Active Torque Split, known as Subaru's Active AWD system in Subaru of America's nomenclature.
Also, this first 6-cylinder vehicle was the first Subaru to establish the current 5x100 wheel bolt pattern.
The Subaru Alcyone SVX (or known as just the Subaru SVX) was the first AWD Subaru to use the VTD (Variable Torque Distribution) AWD system. However, important to note is that only specific markets got the VTD, most markets got the less-sophisticated active torque split AWD system.
The Japanese market Subaru Alcyone SVX also offered 4-wheel steering (4WS). Various turbo-4 cylinder and 6-cylinder Subaru vehicles may have equipped with this AWD system, to include their crossovers.
The primary mechanical difference between the ATS and VTD is the center planetary gearset implemented in VTD. It is essentially a simplified version of DCCD without the viscous coupling center differential.
The DCCD AWD system derives its roots from rally racing in the WRC. The most famous early example of this AWD system being implemented is the Subaru Impreza 22B-STi Version, often known as just the 22B.
The initial maximum rear-biased torque split ranged from 35/65 F/R to the current 41/59 F/R torque split implemented in MY2008. For 2018 model year WRX STI, the DCCD loses the mechanical viscous center differential and operates somewhat similarly to VTD, but with manual control.
I believe what he meant was that the CENTER differential was open on the viscous center diff system. Most vehicles that run in a 50/50 torque split have locked differentials. It's important to know that because the open center differential allows for different RPMs between axles.
Regarding the 50/50 split thing, cause i've been over it for almost a year now. I think i can shed some light on that.
Let's start with the VLSD one: It's essentially an open diff that will be forced to "lock" if one axle slips. Easy. Perfectly good on tarmac, alright on gravel/snow because it can't be completely locked. If one axle slips, _some_ torque will go to the other axle, but the slipping axle will always get more, due to the nature of the Viscous coupling
The ATS (i have that in my '00 SF5 STi with 4EAT Auto): It can technically do anything between 100/0 F/R (fully closed transfer solenoid, only possible by inserting the FWD fuse, TCM will only allow 90/10) up to 50/50 (fully open transfer solenoid, the TCM can do that), but 50/50 will result in 4WD, so both axles will get equal power no matter what. Great on gravel/snow but really bad on tarmac, but as long as you don't do the poor mans DCCD mod and leave it in locked, the TCM will do just fine.
The VTD: It has a mechanical planetary diff with 45/55 F/R and the clutchpack. If the clutchpack is open (transfer solenoid fully closed, TCM can't do that), it's essentially an open diff with a rear bias. If the clutchpack is fully closed, it locks in 50/50 (4WD). Also it is possible to swap a 4EAT VTD transfer assembly on a ATS 4EAT gearbox.
The DCCD: It's basically the same as the VTD, except for the different ratio, the driver controlled part and the manual transmission. Selecting 50/50 will result in a locked center, 4WD, obviously not a good idea on tarmac.
So the difference between VLSD 50/50 and all the other 50/50 splits is that the VLSD can not completely lock the center.
How does X-mode affect the awd on the Subaru?
Excellent question. Allows for more gradual throttle control and tweaks breaking of the slipping wheel. Also activates hill descent control.
Almost correct. X-Drive IS hill descent control and has no benefits for driving on level surfaces or up hill. It is a system to slow your descent without using brakes via your foot. It uses the engine and brakes to slow you to a crawl while descending. It's mostly a gimmick as it rarely needs to be used and in most cases it does, shifting into a low gear will get the job done along with your right foot.
@@darthfx braking
@@afcgeo882 I have X-mode on my Subaru an actually didn't know it mostly just did downhill braking. I thought maybe it locked up for uphill or something. Maybe someday unlike 99% of owners I'll be in a situation to give it a try!
Thank you. Finally someone has explained the different AWD systems of Subaru. Excellent job.
Subaru AWD vs SH-AWD
Buddy goto youwheel.com there they have analysis of SH AWD system.. It's cool..
Here is the link youwheel.com/home/2017/05/07/acura-sh-awd-a-comprehensive-analysis/
SHAWD is a better system. Subaru had an active diff system in the SVX. The STI is completely mechanical. All they need to do is pair a more reliable engine and they would do a lot better.
Mitsubishi's S-AWC is way.... better than any of those
In what way? It's an active diff, has a clutch pack. And works the same way with a different torque split. It's pretty much on par with any active diff system from Audi, Subaru (when they offered it), Acura, and BMW.
I like how the car compensates for acceleration. I have noticed when it puts you in your seat. They are all fun cars Subaru has and I would say they make the ultimate off road AWD systems.
NEEEERRRDDDDDD!!!!!
But I love it,
Love Subaru too,
I only really appreciate my STi's AWD when it's on snow, it really does help the car go, and stay on course and it fixes it's understeer (more like me going too fast on snow at a turn) by kicking the rear out. When I feel the car pivot back and forth and with minimal steering input and constant throttle, the car stays straight. LOVE IT!
I watched your old video "bad suspension mods" and I got an Idea can you put every possible suspension mods for s2k? Coilovers, swaybars, adjustable arms and links, stiff bushings? Please? Will you do it?😢
Gedas alekveravičius
Speaking from first hand experience. I had a 2006 Subaru Legacy GT (sedan) and I extensively modded the suspension.
Bilstein HD struts, Swift linear springs, Whiteline polyurethane bushings, Whiteline rear suspension links, AVO solid sway bar endlinks, AVO rear sway bar reinforcement brackets, Energy Suspension polyurethane sway bar bushings on the front and back, Legacy Spec B upper mounts, and a Whiteline roll center and bump steer kit.
Long story short, car handled great and I could really fling it around corners. But, I also ruined it. it was way too stiff and just not worth what the effort was. I went too far. All of the mods you want Engineering Explained to try out will just ruin the car on almost any road.
Jerome Flaherty I can related I have a specb3.0 wagon highway driving is a hoot! I now feel every imperfection on the new highway with poly bushings and stiffer suspension get a constant massage through the steering wheel
Jerome Flaherty ohh okay...
Nice to hear somebody who knows what he is talking about. Great job.
Where did u get that big white board ??
My wonderful parents gifted it to me for reaching 1,000,000 subs. :)
I agree with Charlie, a 2 speed transfer case is all you need. The complexity of these systems is crazy!
One more thing about all wheel drive. If you have a flat tire, or even have one tire losing air pressure, fix it or replace it. All wheel drive does NOT like different size tires, not even 2 new front tires verses older, with wear tires on the rear. Their circumferences are different causing damage to drive line parts which will be expensive to repair/replace!
This vid is 11:11 long...Illuminati confirmed...
Idtelos whats really interesting is if you look at a subaru its logo has 6 stars and is on the front the steering wheel and the rear and also the meaning of subaru
*mind blown!
@@ianirizarry30 666 omg
I bet the traction of the STI system is insane. Sounds super cool!
Can you do a video like this for the ATESSA ET-S system variations used in the Infiniti g35, g37, R34GT-R, R35GT-R, etc.
I have had the first three Subaru awd systems and I still have two Outbacks one with ATS (quite new one) and one with VTD (10 years old Outback 3.0R). ATS is much like all the new awd:s I have driven and owned but the VTD with rear Viscous limited slip differential is another story. It is the best AWD I have driven. It is a beast. On snow or tarmac, it is just super. And it is so fun to drive. The rear emphasis makes the car so very easy to drive. Even when you drive it hard, on the edge. Steering the car is done as much with the throttle as with steering wheel. And needles to say, the ability to move forward in slippery conditions (snowy winters here in Finland and the endless gravel roads in the summer time) of the car is just phenomenal. I do love my Subaru and especially the old Outback but I have to confess, the new one could be any other awd vehicle, there really is nothing special in the new Outback anymore. And the handling is much worse than in the 3rd gen Outback. To be honest it is much worse than in the many competitors today. It is a pitty. Outback 3rd gen was on it's own league in it's class back then. And it still is a superb awd vehicle.
"I like big butts and I cannot lie" = Rear Bias™
This was very much enlightening. Especially your thought about how the torque split can change vs. what Subaru describes as 50/50.
Looks like the 2017 Cruze hatchback with a slightly different front end.
The CVT/4spd clutch pack system is fwd full time with the clutch connecting the rear wheels. In some cases you can install a fuse in a 'service port' and fully open the clutch for fwd. It is capable of putting 100% of the engines power to the front wheels.
I know this because I worked on an svx auto behind a blown 3.5 rover v8 that was in an MR configuration, no rear driveshaft at all
Why does a CVT WRX even exist??
To increase sales of the brand and "gain" fuel economy. it would be better if they did an traditional auto or a dct but we can only shake our head in wonder.
The cvt wrx sti is actually capable of going faster quicker because without the need to press a clutch and shift gears you just floor it and with a no gear transmission it just keeps winding out.... now I'm a high believer that this takes all the fun out of a sports car but I do work in the service dept of a subaru dealership and can tell you a cvt sti will pull away much faster than a standard
Is that still the case with a "hard" launch, ie. let the clutch out at 5k rpm?
Matt Bodkins that's funny... subaru doesn't make the STi in a CVT... they know better than that. Also if the CVT is so good and so fast, why did Subaru extend the warranty of all 2010+ CVTs to 8yr, 100k miles? And not to mention everyone with a CVT gets a letter in the mail, everyone that got a letter gets warranty extended 1 year from the date they received the letter, regardless of age/mileage.
Jeremy, he never said the CVT was good, just that it's faster
I have a 97 Forester and now I like it even more.
I have a manual wrx, so basically what I'm hearing is I bought the shittest car possible lol
Chris Diaz xD get a STi man. Love mine
Chris Diaz just got mine a few weeks ago. Shame the CVT gets the rear bias and we dont!
Chris Diaz hellllll no my dude! You want an automatic Impreza?! Godddamnnnn that shits slow 😂😂
you probably have a rear lsd, so not really the shittiest car. Visco center diff and visco rear diff, i have a gc8 1998, GT, and i have a rear visco LSD atleast.
Manual WRX is so much better than the CVT WRX. Gets better fuel economy, weighs less, higher final drive ratio (more aggressive gearing), costs less, and ya know, it's a manual!
Currently own an 09 wrx and a 16 STI. Both will get you through most situations.
EE the type of guy to dispute a 2 cent overcharge at Walmart
Nah I'm the type of guy that rounds up to donate. :)
Engineering Explained lmao
@coldteeth24 rekt
Love the comeback!
+Engineering Explained suuuuwiiit
Euro and JDM SVXs have the VTD as well. It's a great system. Car feels glued to the road.
when you have no life so you get to be one of the first comments 😂😂
Clearly there's a mental affect from heavy use of dry erase markers. Good explanation and presentation. Good stuff!
cant even comment about all the wrong in this video
jack greenwood I bet you can't. Probably because you don't actually know. Otherwise, you would be showing us just how clever you are. Judging by your inability to form a coherent sentence with basic punctuation and capitalization, I'm not surprised.
You certainly can, one day, when you find something wrong with it.
jack greenwood lol, says the dude driving the 13 year old Subie. I have a Subaru specialist shop and this guy is spot on. Feel free to add your vast technical knowledge to this my keyboard warrior friend
I love your videos man. I don't care what anyone says. You are super knowledgeable and I appreciate it. You have helped me learn the basic Foundation of how engines transmissions and other things work. Thanks. Love the 3D models helps a lot to give you an idea how it all works.
Glad you enjoy them, thanks for watching! :)