[sciolist]

I just look it as a split shaft with an open differential geared to 35/65. In addition to the differential, the shaft is broken by a plate-clutch LSD up the shaft some distance from the differential. The LSD happens to have the ability to be disengaged from the shaft.

With all this in mind, it's obvious that the shaft sections are always geared in a 35/65 proportion. The way that the torque split can vary from 35/65 is if the LSD is engaged, and one of the axles slips. Then torque is distributed according to traction up to the maximum allowed by the clutch. If there's no slip the split is always 35/65. This is exactly the same way an LSD would behave in a front drive transaxle.

Now, to this you have to add a few concepts: The LSD has the capacity to be controlled automatically by an ECU, the LSD can also be controlled manually and it is continuously variable from no engagement up to maximum engagement, and of course there are also the LSD's on the front and rear axles, which are also potentially ECU-controlled. Finally, engaging the e-brake temporarily disengages the differential.

It's pretty complicated if you try to grasp it all at once, but much more accessible if you take it one step at a time.

Now, the question is, how the Hell do I actually use this thing?

[WE_R_ND]

Ya, what he said

[bitabur]

Originally Posted by sciolist

Now, the question is, how the Hell do I actually use this thing?

If you're racing, just experiment to see what's best, otherwise,
Open/Auto normally, and Lock on loose surfaces.

[sciolist]

That's pretty much where I am.

"Lock" is definitely the bees' knees on loose stuff... and a hoot in a vacant parking lot.

I need to mess with "auto" a bunch more before I can say anything about how it compares to setting the clutch for dry tarmac.

[ayanami22]

did a little searching and still cant find how to utilize the dccd vey well, or a good explanation of how/when to use it...any help thanks in advance