In today's video I explain the principles behind the AWD system found in a Mitsubishi EVO. These animations are not accurate or scale drawings, they are simply for teaching purposes.
Really informative video....just a bit of clarification the evo 7-9 did infact have ACD (JDM spec) and all evolutions prior to the Evo x all wheel drive systems could be referred to as AWC.....the S-AWC came with the evo x as this platform now features drive by wire technology which saw the introduction of stability and traction control which further enhances the all wheel drive system.....
I rarely feel the need to comment on videos. However, I feel the need to thank you for helping me understand my own car and teaching a bit of history as well. Exceptional explanation and visuals. Deserves the like
I've been obsessed with this car for so long. I knew what the specail perks about the car I just never understood how it worked. Thank you so much for explaining it to me. I learned a lot.
7s onwards come with ACD . The introduction on S-AWC on the Xs just meant that all these systems could now talk to each other and compliment each other and also used the ABS the control the handling of the vehicle. Something that the 7,8 and 9 didn't do.
Nice video, but there is one major inaccuracy, at around 4:15. A normal LSD transfers more power to the most loaded wheel. It a normal differential that transfers power to the least loaded wheel.
I have to say, MASSIVE kudos! This video is super simple, yet perhaps the most on-the-nose explanation of Mitsubishi's best drivetrain options. I find it hard to keep explanations concise to friends who ask me the same roundabout questions. I just forwarded a link to this to another friend, to better explain why an Evo X's drivetrain might be a great option to consider (for the reasons you've described in your video), compared to an older setup. I really wish Mitsubishi weren't in such a bind. I'd love to see what would have happened if they didn't stop mass production of the Evo, nor killed off RalliArt. One last note - there's one more variant of S-AWC that you didn't get to cover. And that's the S-AWC on the Outlander (and now, Eclipse Cross) PHEV. Same concepts as what you've described in the video, but instead, torque to the rear wheels is controlled electronically, and directly, by the electric dynamos connected to the rear wheels. This incidentally is the same roundabout blueprint for most AWD hybrid performance vehicles, that are being produced or slated to be designed for any e-Series homologation going forward. Go figure --- Mitsubishi got that right again, but hardly gets any recog for gleaning it before the rest of the herd.
Very clear explanation. The rally cars didn’t come with any form of torque vectoring (essentially what the diffs are doing), but rather employed LSD’s in the form of the RS diffs. It’s general consensus that if you go for big power hikes, the AYC rear diff is a weak link and most, myself included, swap out the AYC for the RS diff. Arguably it’s easier to push on the limit as it’s more predictable. I always liked the AYC diff and could drive to its abilities. But going high torque means it had to go.
Amazing video thank you for this brother, I was wondering why the Evo 4wd was so good, wondering if it would easy to set up an ayc on a car other than an Evo if it's just essentially a clutch pack triggered on loss of traction to single wheels?
really nice, but I wish you had also shown a basic overview of HOW these things are achieved. are those analog sensors? or digital? how was that implemented?
So I recently got a 09 Ralliart and it has the AWC button. But I’m unsure if it is has AYC or ACD. But when I press the button 3 modes appear; tarmac, gravel, and snow. Anyone help me out?
ACD does NOT send over 50% of power to either axel. it merely enforces a 50/50 toeque split when 1 axel is getting more engine power due to slipping. when the clutch pack in ACD clamps together, the 2 piece drive shaft essentially becomes 1, forcing rear diff and front diff to rotate at the same speed.
Ev8 mr and post 2004 came with ayc and acd its a popular delete they do for racing and drag, also first evo 8 didnt have juet regular awd like the rs but not front lsd
All basic evolutions 7-9 (including RS models - they have no AYC) have the ACD. Evo X, in addition, has the analog of the ESP, that's why X' AWD system is called S-AWC
Great video, may sound like a silly question but how do know if your EVO 7 has an AYC? Is it as simple as there is no mump mounted to your inner rear quarter panel??
I want to build a vw golf 4 with the AWD system from Evo 3 or X . I have enough money for that but not for an Evo. So I decided to mix them and luckily many things are identical
so next year I'm potentially looking at buying myself an Evo. I'm torn between an 8 or a 10, which would you recommend and why? and what is the good and bad points of both?
so how does this S-AWD compare to the SH-AWD and the Quattro that they have on the RS models, thank you for your video and it was very nice to explain.
Ok so I get how the front diff works (mechanical lsd), but I'm still confused on how the center and rear diffs work. If they are, at their core, mechanical diffs (spider gears and all), wouldn't any clutch pack on any of their gears merely control the amount of slip between the 2 outputs? How can they achieve varied outputs to the front and rear or left and right? Unless they aren't diffs at all, but merely 2 clutch packs in each unit. In which case, one of the clutch packs has to be constantly locked and the other partially or fully released. If they're both fully locked, it feels like a truck in 4wd on dry pavement. And if they're both partially released, you get power loss, heat, and a short lifespan. The rear unit makes it even more complicated, because it can't power the wheels symmetrically without one of the two above scenarios occurring.
You say LSDs will always send power to the least-loaded wheel, but the opposite is the case, isn't it? I've been watching a bunch of videos on LSDs and I'm under the impression the entire purpose of an LSD is to send more torque to the wheel with better traction- open differentials will always send power to the wheel with least resistance, which is exactly what LSDs are designed to combat..?
With lsd you always have more slip on the least loaded wheel, in comparison to the loaded wheel. In active yaw control you can divert more power to the loaded wheel. This is not possible with a normal limited slip differential.
@@TheeZakjeNL21 Not sure what you're saying- having more slip on the wheel with less grip will essentially always be true, that's what that means. And a traditional LSD does provide more torque to the higher-traction wheel- the following explains this pretty clearly: /watch?v=WeLm7wHvdxQ In fact as I understand it, all LSDs divert more power to the loaded wheel than the loose wheel- even something like a Torsen (which you wouldn't expect upon first understanding how it works). That's the point of an LSD.
It doesn't. The 2010 RalliArt... if you're talking about the Lancer, not RalliArt variant of the Evo, has the same Evo X MR drivetrain. Same exact components. Only, that it has a mechanical, torsen-type rear diff. That's the same part as that of an Evo 4-9 RS - and the only thing in fact that you might consider that's part of an Evo 9, in a manner of speaking.
Your explanation of the ACD is incorrect. It does not send more torque front or rear. That is a common misconception, because Subaru centre diffs work that way, but that's not how the Evo's ACD works. It is ALWAYS a 50/50 torque split. It is physically gear that way. The ACD just goes between a locked limited-slip state (accelerating in a straight line) and unlocked open state (when turning.) www.evoscan.com/technical-vehicle-manuals/62-acd-ayc-sayc-at
stephen is correct, a very common misconception. it's always 50:50 power, and the center diff is like an lsd between the front and rear axles. the LSD explanation is also incorrect... it's purely about lockup between left and right. in that sense, it wants the outside wheel (more grip) to travel at the same speed as the inside wheel (less grip).
That's a common bit of misinformation. Torque split is always 50:50. The explanation of the ACD in this video is incorrect. www.evoscan.com/technical-vehicle-manuals/62-acd-ayc-sayc-at
@@StephenStrangways yeah good clarification. ACD only has one clutch pack and just locks up the centre diff. Prior to ACD they used the Viscous Coupling Unit (VCU) but it takes a lot longer to lock up so you have to wait for it to catch up. AYC has two clutch packs (one for each wheel) and therefore can actually bias torque between the left and right rear wheels.
