[filbert]

ok... so... um... the torque split is still 35/65 in full lock? then what's the difference between lock and open?

[rallybred]

In 100% open, the dial all the way back, the center differential is open - just like a regular wrx. The dccd controls (via electromagnetic clutches) the amount of center differential lock, with the dial all the way forward (100% lock) the center diff is locked. Mechanically (via gearset) the front to rear torque split is 35f/65r and is not affected by the dccd. Variable torque split would require much more than we have, such as nissan's ATTESA system on the skyline or porsche's system. By the way, I understand the wrx is 50f/50r, but of course no center diff control (permenantly open).
I would imagine 50f/50r would be easier and more cost effective (probably better for gravel) than our 35f/65r setup, better for tarmac. I could be wrong but wouldn't a more complex gearset be required for a 35f/65r split than for a straight equal distribution (50f/50r)?

[Snax]

Originally Posted by filbert

ok... so... um... the torque split is still 35/65 in full lock? then what's the difference between lock and open?

Thought I clarified that.

Open = 35/65
Full lock = 100

When locked, both ends get ALL of the torque via the limited slip assembly. It comes down to the amount of splitting that is allowed.

Even in full lock, there is still 65% of the torque being provided to the rear driveline, and 35% to the front. The lockup just assures that any difference in rotation is prevented or absorbed and transferred to the other end of the car. So it could also be said that the limited slip can transfer up to 100% torque to either end of the car, but that doesn't mean that the basic split is not being provided to each end of the driveline first. So you end up with 35-100% front and 65-100% rear torque distribution with the limited slip locked. Half way locked, you get 35-67.5% front and 65-82.5% rear, and unlocked, you get a non-variable 35/65.

[rallybred]

The lockup just assures that any difference in rotation is prevented or absorbed and transferred to the other end of the car. So it could also be said that the limited slip can transfer up to 100% torque to either end of the car, but that doesn't mean that the basic split is not being provided to each end of the driveline first.

Interesting, I agree, just hadn't got that far in my attempt to understand the dccd. Although I can still remember being all confused about it when I first got the car.

Thanks for taking it one step further.

[CurtisH]

Yukonart

I love your car.
Were did you get the black rims and the ski rack. (did they have to but holes in your roof for the ski rack)

I have a silver STI.

[filbert]

yeah, i think that sort of makes it semi-understandable to me. maybe.

i remember on nabisco there was some dccd faq that was as long as a book that explained it all... the first section made sense, but about halfway through the second section my brain gave up on me. :x

[sin52]

No matter what position, excluding lock, it still feels better than my wrx in the turns. Seems like a lot less nose push. --Sin52