Mitsubishi Evolution X - How The AWD System Works (S-AWC, ACD, AYC)

[@Th3James]

Evo X 2014 GSR owner here. Turn off traction control and AYC brake. Floor it into corners, when in doubt. Flat out. Amazing. I really want to have this car until it dies, giving it up would make a small part of me die. It is just so god damn fun. Terrible on fuel, feel every bump in the road, still love it.

[@Treeezplz]

HatingHumanity I love mine too man! And man are you right about the mileage 😂😂

[@80KG_Costco_Chicken]

😂😂😂I feel bad because I only have one EVO. I think I might need another one.

[@YourMom-nl4uw]

I have the Ralliart. Not quite an Evo but pretty close. Love it.

[@Conservator.]

How come there are now 4 reactions on a 2 year old comment?

[@Itachlazcano21]

Lmao I’m with you man. I’m on e85 and man I have to fill up everyday but I’m never selling this car

[@bob808]

I had an Evo X and I was always amazed by the AWD system. Ok, mine was lowered, had 1" wider wheels & tyres, and some Whiteline suspension bits. BUT, it always blew my mind! It also scared the p00p out of unsuspecting passengers LMAO. In heavy rain, I drove in 'gravel' mode, and she was STUCK to the road. The Pirelli P Zero Rosso's also helped. I really miss that car.

[@joltyjolty]

Great Video! I hate how these facts are well known in the Evo community but other people keep saying random stuff about. When I saw your Evo review, I was a bit disappointed because you of all the people got it wrong....so thanks for clearing it all up in this video. MMC actually publishes papers in their tech reports. I'd like to add a few things. 1. Since you draw that 2nd diagram, you probably know that all the complexity is happening in the front axle. This is obviously cause by the Evo being based on a FWD Lancer with a transverse-mounted engine. Because of this, you get the hilarious turning radius in the Evo. 2. The S-AWC computer is desperate from the main ECU. Again cost reasons with the base Lancer production line probably. 3. You didn't talk about all the sensor in the car. G sensors, wheel speed, gear, wheel angle..etc. Which is what controlsthe S-AWC computer that controls the AYC and ACD. That I think is the heart of the system. They actually started out with being able to control the power in each four wheels. It worked for track time but everyone who drove it felt uncomfortable and in term induce less confident. This ACD + AYC set up together with the tuning of the S-AWC computer, in my opinion the beauty of the Evo X and why I ended up getting it. 4. I believe if you go through the manual of the Evo, Mitsubishi claims the stability control is part of the S-AWC system. There is actually something call AYC-braking (which is on top of the normal AYC system) that helps cornering by apply brakes on individual wheels. You can disable it but requires holding the ASC button for two seconds.

[@marc27default]

+joltyjolty Unfortunately point number 3 means you can't just pull a fuse to deactivate ABS. If you do, you lose the ABS sensors which the S-AWC needs to function properly.

[@LedGaRRagE]

+marc27default nixe vid!!

[@ggwaptm]

What happenes when you disable #4 ?

[@Zesser6ixx]

Your previous comments helped undermine the car. And most of the viewers never watched this video. The evo deserves another review.(manual/final edition maybe)

[@Twinturboripper]

Another reason the Evo is miles ahead of anything subaru! Oh and the Evo is hands down reliable unlike a Subaru!

[@nexushexus4365]

The AWS pump is unreliable in the salt belt.

[@Dragunov302]

Aedan Lonergan what’s an evo

[@JohnsonBarry]

The only thing that is not made loud and clear is that THE EVO X ON A HARD TURN CAN MAKE IT'S OUTSIDE REAR WHEEL TURN FASTER THEN THE OTHER WHEELS. IT IS ONE OF VERY FEW CARS IN HISTORY THAT DO THIS. OTHER CARS LIKE THE SUBARU STI USE BRAKES TO TRY TO ACHIEVE THE SAME HANDLING CHARACTERISTIC BUT TO NO AVAIL. THUS THE EVO HAS GREATER HANDLING CHARACTERISTICS. @EngineeringExplained LET PEOPLE KNOW.

[@Yoda496]

well that is was Yaw control is like he explained...Subaru "fake" this with breaks because they use an Torsen rear diff

[@Swagama]

Hondas awd system has this

[@Ballacha]

Active torque vectoring is somewhat common today, even for cars at evo x’s price bracket (focus rs for example). But back in the days it was definitely unique to evo and some very few very expensive cars. sti’s system is passive torque vectoring. Not nearly in the same league in terms of performance.

[@bokiNYC]

I know Audi S4/S5's are not in the same class or price bracket as Evo X but their so called rear sport diff (optional extra, doesn't come on standard) does pretty much the same thing and it works freaking amazing (from personal experience, had a 2011 b8 S4).

[@osama1929]

that's mitsubishi engineering, pioneers of advance technology across the globe.

[@wtfchazpwnt]

This is a really amazing amount of work and technology. I can barely even absorb how it all works yet Mitubishi freaking BUILT it to be reliable and efficient enough to sell it as a consumer car. Cars are so awesome.

[@realdomdom]

Those are one of the more expensive cars, have to be serviced quite often.

[@YourMom-nl4uw]

These aren't made by Mitsubishi. They're outsourced to Gertrag, a German company.

[@jeremysteinacker4889]

It’s definitely not reliable. Requires more maintenance than any car I’ve ever seen and the pump that controls the ayc fluid to lock the rear diff is destined for failure. If you ever drive in salt it is already dead, you just don’t know it yet

[@Louis-gr4cz]

@@YourMom-nl4uw bit late to the party but don’t you mean the SST was made by getrag? The AWC I’m pretty sure Mitsubishi developed that

[@YourMom-nl4uw]

@@Louis-gr4cz Yes, that's what I was referring to.

[@Trades46]

A very through explanation. The Evo has arguably the most advanced sport-oriented AWD in the world, too bad Mitsubishi doesn't apply the technology across their lineup & the fact the Evo is going to disappear by 2016. If your local Mitsu dealer has a Evo X Final Edition sitting on the lot, take it and run. It will be a guarantee future classic

[@cagednm69]

+Trades46 Mitsu will carry the AWD to their PHEV Outlanders as they've claimed. They've invested far too money into it to let it go waste. Their Pikes Peak electric car had employed an advanced S-AWC if I'm not mistaken, so i clearly see it returning with an Electric Evo in the not so distant future when hybrids and electric cars coexist and battery technology has advanced to reduce size, increase range, last longer and cost less for it to be viable.

[@deathextreme9]

+cagednm69 Well put.

[@Trades46]

cagednm69 Hopefully that is the case. And no despite the S-AWC moniker the Outlander GT V6 wears it is actually not as sophisticated as the system found in the Evo. The PHEV version with electric motors (read heavier) will probably be a carryover of the one found in the GT V6. As for the electric Evo, that is still up for speculation. Given how poor Mitsubishi sales have been, I won't hold my breath.

[@Kepe]

+cagednm69 But you don't need any of this stuff in an electric car. Give each wheel an electric motor and you can control all the torque by software.

[@BboyDaquack]

+Kepe true. So i test drove a Tesla P85D while it was raining rather hard out. found and open spot and floored it. 0 wheel slip. absolutely amazing traction control goin on there. that car is a rocket ship

[@toma3397]

Nice fast and furious reference lol!

[@BrianSSH]

Common scenario xD

[@nicholasdonald4510]

I missed it. At what time did he make the Fast and Furious reference?

[@filipabramczyk8831]

@@nicholasdonald4510 6:55

[@Keepmywifesnameoutyafucknmouth]

Shut up Toma

[@lathiat]

Top right diagram is on point, this confuses so many people, one of the best explanations and diagrams that I've seen. I do love how they have literally 3 axles spinning concentrically on the same axis, looks funky when you pull them down :) The one thing you left out is that both the center ACD and rear AYC diff pressure is variable. This affects both the ACD driving mode and for the AYC based on how hard you are turning around a corner etc.

[@slippercream]

I always keep coming back to this video. You've done such a great job, Jason, of visualizing how things work from a mechanical perspective. Do keep up the good work, even though I selfishly regret that there's hardly anything left of Mitsubishi on the performance front to expect videos about Mitsubishi on your channel. Nonetheless, the S-AWC system that Mitsubishi put in place in the Evo is such a cut above so many others' systems in that it pioneered the design in the Evo IX (ACD) and X (ACD+AYC), and it's still one of the best TV systems out there. It's such a shame that inept leadership at Mitsubishi doesn't seem to get how to properly market this thing. Alas, though the budget S-AWCs in the Outlander family (w/c includes the Eclipse Cross) is but a fraction of what this "full" S-AWC system can do, it's still something. It still puts a smile on my face whenever I talk to people about how there is NO braking involved in engaging the rear AYC clutch packs for the Evo. And how all it does is truly coax power to one axle like a mechanical diff would. It's why friends just go aghast with the fact that, compared to a Subie or Ford, you really just have to step on the friggin' accelerator to get back in control in an apex. So unreal. It's insanely counterintuitive - but that's the Mitsubishi that gearheads love (and miss). True shame what they've done to themselves.

[@adotwhite]

Saw that new 2024 GTR has a front LSD so now I'm going back watching all your old videos with the evo, gtr and Subaru to relearn how all the systems work haha. Great videos as always bruh!!! Very informative

[@denlin68]

Thanks for giving EVO some love ! always wanted to know how my S-AWC work ! now i know

[@VisioRacer]

~500 likes vs 0 dislikes? You are good, Jason!

[@PwnstarUK]

This is the best video yet, awesome explaination, thanks.

[@Tiagotaf]

The S-AWC is an amazing engineering achievement, but in the long term, it's going to be a major headache because of it's complexity, as maintenance will require us to replace 5 clutch packs (for the MR, SST gearbox). As long as Mitsubishi provides us replacement parts, we're good, because no one else is going to manufacture these components, because THIS IS THE ONLY CAR OF ITS KIND!

[@YourMom-nl4uw]

Mitsubishi doesn't manufacture these trans. It's outsourced to Gertrag, a German manufacturer. Due to its complexity, Mitsubishi won't even touch these. So, alas, we're kinda screwed on this one. Heck, very few transmission shops will touch these. I only know of 3 here in the US. Believe me, I know. I'm having transmission issues and I'm not liking it. They're amazing transmissions, you just gotta be willing to pay the price.

[@h.mushmann2351]

Very neat explanation. Something to add is when the differentials are locked they restrict differences in drivetrain speed so that the wheels rotate at the same rate or some rate between open and full lock, if there is allowable slip. Only the AYC can direct torque between wheels.

[@abi_wasabi.]

Much better explanation than the first time around, and you've even cleared up some misconceptions I had about my own car. Appreciate the video, and effort dedicated to the presentation. Keep it up, and I'll be sure to keep tuning in!

[@TheRomichou]

Man, you can explain this complex systems with such simple words. Awesome class!

[@comic0guy]

I love this video. Obviously more so because I own an Evo X. But I really hope you continue more videos like this for others cars as well. Maybe even add pros and cons of a car's drivetrain. Like I think with the Evo's system it hurts transitions back and forth during a slalom. But yes, AWESOME video.

[@ItsMeLonelyLol]

Evo is God of awd

[@Gregthebestonethough]

Should do one for the STI awd system too

[@dAbaPEsTA123]

+Greg Cappello Isn't it just a mechanical 50/50 split?

[@Gregthebestonethough]

3 diffs actually 2 mechanical and a computer controlled center diff

[@tall_midget148]

Two open diffs (nothing interesting) + one controlled by computer, which may be controlled by driver. In 2015 WRX STI there might be a Torsen LSD between rear wheels.

[@Gregthebestonethough]

the front and rear are both LSD in the STI

[@tall_midget148]

Still - nothing interesting.

[@StangGrin]

"Rear of car sticking off the cliff"...." common scenario"?! We're lucky to have had you around as long as we have. :)

[@EngineeringExplained]

+StangGrin F&F reference. :)

[@xnoitulos]

@@EngineeringExplained This video is excellent!! The "Common scenario" delivery was the cherry on top. lmao

[@justinthorne8979]

One of the best videos you've made in my opinion Jason, very well done!

[@CashRupeeBrothers]

Nice video! Will you be making the same kind of video for the awd system in the STI?

[@EngineeringExplained]

+Govind Kumar I'd like to, but I'll admit there is not anything currently in the works on it.

[@Dinty51]

+Engineering Explained Please do!! You cant leave us hanging!

[@PeelerG20]

+Dinsdale Drummond The evo AWD system is much more complex than the Subi, hence no real need for an explanation.

[@marc27default]

+Engineering Explained Just know if you do ever make one, we will all watch it and give you views, subscribes, and thumbs ups! :)

[@NysiLLest91]

Man you've come a long way with these videos.. Awesome

[@christiaanroos4479]

Great Video, I don't know how you keep a straight face with the humor, well done.

[@DriftxKingGTR]

Yaw is love, Yaw is life #Evo4life

[@cobra454tim]

Nice video Jason, On my 13 Legacy 3.6 R torque is split 45 front and 55 rear, and can go 50/50... but even then it was hard to find out what the system really does, the dealers out here in Sac are clueless as if it's magical AWD. I wished manufactures would explain things as well as you do, Thank you for making awesome videos.

[@niuhuskieguy]

+cobra454tim Your 3.6 also adds a planetary gear set in addition to the clutch pack in the AWD. The planetary gear is what allows the rear wheels to receive more power than the front. The rest of the AWD system is exactly the same as the other Subaru models with auto transmissions.

[@AlDim000]

You should also do a similar video on the 2016 Ford Focus RS' AWD system at some point. It also has a rather curious ("twinster") solution that's different from the rest.

[@Cujo159]

you should do a dedicated video of how the STI's awd system works and why the rind lands have been breaking so badly for so many years

[@made2blaze]

The quality of your videos is amazing. So informative and helpful. Thank you

[@safwanzubair8428]

I own a Evo X and thanks for explaining it so well!

[@onyxmotorsports4755]

i need to take a evo and the track to experience this system first hand! what a clever system

[@nomsey10]

+Engineering Explained thanks for making this video. I commented a while back on how AYC works

[@whenryg3]

Superb! That is by far the best explanation of the EVO S-AWC system. Much better than Mitsu's own videos and literature I might add. Keep up the great work!

[@Travelcheap19]

The evo acd is just an electronicly controlled lsd, it will not differ the torque percentage from front to rear, it will just maximize the torque output to the the drivetrain that’s not spinning freely. In a straight line, either opened or locked, it will output the same percentage to both trains. On the other hand, the subaru DCCD will output 65% torque to the rear and 35% to the front, only when it’s opened! Due to the different leverages inside from the housing to the ‘planetary gears’. Both cara, when you lock it, send the same percentage to both front and rear

[@PunisherOfDeath101]

Explain the STI drive train please. On the forums the evo is praised for its ability to make more power easily compared to the STI, but people take the Subaru because of the reliability. I'm looking into purchasing a 06-07 STI and want Subaru AWD because it in my price range and safe choice for my family. Doing a detailed video on the STI will further convince myself and others why Subaru is a good choice or not? keep up the good work! hope you get rewarded in life for your intelligence and hard work.

[@Drpoppler]

+PunisherOfDeath101 Hey, Just so you are aware WRX STI's are not reliable, Atleast in there current form that has been around for 12 years i believe. I dont think i have met a STI driver that hasn't had an engine go on them yet. Look around for Bearings going on the engine rod and you will see its fairly common. Not to say they are awesome cars when they work!

[@PunisherOfDeath101]

Drpoppler same can be said for mrbitchy..i just prefer the look of the sti. if you slam on any car they will break. these cars are over engineered, too meany places for failure.

[@marc27default]

+PunisherOfDeath101 The number one issue with the Evo's drivetrain reliability is corrosion failures in the hydraulic pump that activates the ACD and the AYC. If you drive in any kind of salty conditions it is almost guaranteed to fail eventually. The people that ruin their transfer cases are probably running bigger turbos with super strong clutches and launching way too hard. The Evos are known to make more power easier but I don't think that should be a deal breaker. If you are trying to make 400whp on a stock block motor you may want to go Evo. But if you don't care about that sort of thing or are going to go all out and build the motor anyway, it doesn't make as much of a difference. I do personally think the Evos make better dry track cars due to the handling benefits, but that does not mean it is a better car overall. If I didn't get an Evo I would want an STi and vice versa. P.S. STis sound better

[@Balo657]

+Drpoppler they can be reliable if you keep it stock.

[@PunisherOfDeath101]

+Balo657 ....makes no sense. and I'm not in the mood to debate to you why.

[@kofpong]

the best video explain S-AWC system

[@MarioDallaRiva]

Great visuals! Nicely done. If you have a chance, please describe the X-drive system used by BMW in a future video. Thanks!

[@dmajumdar2059]

Wonderfully instructive video, Jason. I learn a lot from your channel. Please keep them coming!

[@dufftruck6]

really good video love the more technical topics and drawings

[@Ballacha]

In short, evo/ralliart has or tries to enforce a permanent 50/50 torque split at all times. When all 4 wheels have plenty grip, the central diff is open. The car is automatically in 50/50 torque split. When one or more of the wheels lose grip, the engine is involuntarily sending more torque % to the axil that’s losing grip. So the central diff closes, forcing front and rear axil to rotate at the same speed, thus enforcing a 50/50 torque split. On tarmac, this central diff arrangement probably won’t perform as good as AWDs with a permanent rear wheel bias in terms of cornering speed (a large portion of evo’s incredible cornering performance comes from its rear torque vectoring diff, 50/50 locking central diff alone won’t get you that incredible performance). But on lose surface like dirt, gravel, rain, snow or ice, evo/Ralliart’s central diff is what makes them the beast they are. In winter, my Ralliart is usually the only car in my local ski resort without snow chain on the tyres. Don’t need them.

[@Manny24_8]

cool man. awesome video. i love you. i understand a little more how the AWD on my Evo works now, though I am still confused about some of the concepts like center diff lock up etc

[@mitsubishi2301]

Great video, great drivetrain!

[@RehuelGalzote]

That's alot of gearing for the power to transfer. Btw, good job explaining, the diagrams are also excellent.

[@Carbon762]

Regarding the first example you give: If you're trying to accelerate in a straight line, how much of a problem is it to have a power disparity between the right side and the left? Wouldn't the car veer in the direction of the slippery patch? What happens if you're cornering and the outside wheels go over some ice, would the diffs lock up and send you wide?

[@FCustureri]

Great in depth explanation! It's difficult to find an actual explanation of how the Evo's AWD system works when most magazines/show reviewers are busy spreading false information. I had to scour the internet for diagrams when I was learning about this system a while back. A few notes/questions: 1. I noticed this car has a pretty unpredictable tendency to oversteer whenever I would trail brake at trackdays, and I'm assuming that could've be the center differential unlocking? Minimal trailbraking would usually cause the car to rotate aggressively. I sold the car, before testing the different ACD modes to combat that. 2. When the ACD locks, the way I understand it, doesn't that cause the F:R torque split to become as close to 50:50 locked as possible(until the point of clutch slip of course)? As when it is unlocked the diff is open, and were it not to lock on acceleration, the power would get sent to the end with least traction in normal open diff fashion(which doesn't happen due to programming)?

[@FCustureri]

+FCustureri I'm just trying to understand how the F:R torque split would change if the center diff is locked, as wouldn't the front and rear get the same torque in that scenario no matter how much traction they had, biding the clutches don't slip?

[@EngineeringExplained]

+FCustureri The internet certainly made it tough to find answers - hence I had a couple discussions with Mitsubishi engineers to clear it all up. Answering your questions: 1. There are many, many reasons why a car might oversteer. Admittedly though, braking into a corner understeer is much more common. I would blame it on other things (tires & suspension) before thinking about the ACD's intervention. Under heavy braking, it wants to lock. In a corner, it wants to open. When you combine the two, I imagine it probably wants to open since you're turning. When it does open, if you're mid turn, I could see this causing some instability. That's assuming it isn't caused by other reasons (though it may amplify it regardless). 2. Nope. The easiest way of thinking about it is that when it's locked, it's trying it's hardest to be a locked differential. Locked diffs can send 100% of the torque to the wheel with traction, if the other has none. If one axle has more grip (ex: when you're accelerating the rear is loaded), it gets more torque. When the diff is open, it acts just like an open differential, splitting torque 50/50 between the two axles, always, until it locks again. In the video description I have a lot of content which explains this further.

[@FCustureri]

+Engineering Explained Thanks for further explaining that, it's making sense now! As far as oversteer during braking goes, it just seemed to do it in a different fashion than other cars I've tracked. It had a good track alignment(as much so as stock suspension would allow) and more track-focused RS3 tires. I wasn't braking heavily while attempting to turn(and no major weight transfer mid-corner), it would happen on entry with almost any braking, or mid turn if I would just slightly scrub the brakes. It doesn't matter now I suppose(and I understand there are many things that could've caused it), I just like learning! Thanks

[@bulinski1987]

Pretty amazing how many things can be shoved between 4 wheels just to move people around. What is it like for a manufacturer to sit down and decide how much technology and engineering they want to shove into a consumer product (after deciding $-in and $-out)? +Engineering Explained, could you put together a kind of crash course video(s) explaining the processes of engineering new vehicles or components? Or shed some light on the inventive background of mechanical engineering. Do manufacturers have an estimated life expectancy of drive train components (or all of the vehicle components)? How long would the differentials and clutch packs last before needing to be replaced? How long before total failure? Reverse engineering?

[@BboyDaquack]

+Charles Bulinski It's very likely that the engineers take all those things into account. the whole process is quite incredible. I'm a mechanical engineering student. and I'm just mind blown by the design that goes into a single beam. costs, ease of manufacturing, efficiency, how long it will last. all those things are taken into account. generally it's the engineers job to try and balance all those things and produce the best product.

[@LedGaRRagE]

+HingleMcCringleBerry nice vid!!

[@bulinski1987]

HingleMcCringleBerry I guess I'd like to observe the people in these scenarios working together to make all the decisions as a group and individually. Plus there's a time factor to make all the decisions.

[@BboyDaquack]

+Charles Bulinski exactly! time is an engineer's most valuable resource. maybe you should become an engineer xD

[@bulinski1987]

+HingleMcCringleBerry I just like watching videos on what it's like to be an engineer. :P

[@chucko83]

upvote for dropping the knowledge

[@AlDim000]

This is awesome! Thanks for doing the follow-up video!

[@MrCDRWilson]

This video was amazing. Everything I wanted to know I know now. Thanks

[@dharmasenawasala5374]

Very good explanation, Thank You so much.

[@jessev9686]

Please, can you compare the Hondacura SH-AWD system against either the S-AWC or Symmetrical AWD please? I think the SH-AWD has a pretty trick rear diff, and I wish it was in a smaller car than the TL, like a new RSX for example (with the J while I'm earth dreaming). Thanks!

[@Agjdbtighend]

+Jesse V There's no center or rear diff in the SH-AWD setup, it's just 2 electronic clutches on the rear that can engage from a slightly overdriven rear drive shaft. The new Focus RS uses the same setup. Honestly it's a pretty lame system compared to S-AWC or any kind of symmetrical. It's basically an open diff front wheel drive car with no center or rear diff. Systems like that do not do well in low traction situations. I've researched, which is why I own an Evo X and a full time symmetrical AWD 4th gen 4runner with Torsen center diff.

[@jessev9686]

+Drew Middlesworth i knew the new focus rs wasn't particularly exciting as awd systems go but i thought there was more to the planetary gearset in the rear of the sh-awd - I know there are several versions of the sh-awd too, but i think the mdx and tl have the best versions? anyway,. thanks for the reply - this is why questions are asked :)

[@HONDATA24]

mis info..sh_awd is 1 unit.split torque to awd.The s_awc is more advances it use 50/50 & ayc vectoring.

[@Erknlssn]

I find the Focus RS AWD exciting. At least from what I've been told it is a cool setup, lacking a differential in the rear and having a different gearing to put the torque vectoring to proper use in the corners :)

[@Agjdbtighend]

I bet the Focus RS AWD drivetrain setup will end up a huge reliability headache. Using clutches to engage and disengage drivetrain components hundreds of times a day while under heavy power is not going to be reliable in the long run.

[@rickreid81]

always enjoy your informative videos. thank u

[@wanderingslakker]

1. The active center diff when you say 50/50 when open: what do you mean by open? When does it actually open? 2. How does active center diff lock up? 3. What does clutch pack has to do with open and lock? The whole open and lock thing is the main confusion I have when I try to understand the video. If you can explain to me, that would be awesome. Thanks again.

[@EngineeringExplained]

When the clutch is disengaged, it's open. When it's engaged, it's "locked." Check out my related videos, especially on limited slip diffs to get a better idea. It's drawn and explained in this video as well. The clutch clamps down, so that the two shafts of the differential must rotate at the same speed. This is what defines a locked clutch. Open means they have independent speeds. Video description has lots of related links! :)

[@MikeBeazy]

+Engineering Explained how often would that clutch need to be replaced?

[@charmenk]

+OneWhoGames 9 times a day :)

[@Carl_JohnsonOGF]

I am really glad I found this channel. Very informative thank you very much.

[@xXNissanDriftXx]

This video blew my mind. awesome

[@king.dannyman]

Excellent video

[@sirhobbit0]

Great video! When its out, please make a video on the awd system in the 2016 Focus RS.

[@giftman20]

Try and make one on the Sti! So much information in 11 min. D:

[@yangyu9990]

awesome explanation :D will you be doing one on Subarus soon?

[@Steelzuk]

If you ever in the Uk, your welcome to come take my Evo VI GSR for a spin and do a review!

[@planetenwanderer5329]

Really nice video, I now feel a bit smarter :)

[@smashshred3249]

The system is still amazing by nowadays standards. However, as a real evo owner would complain in cold area where a lot of salt is used during winter. AYC/ACD hydraulic pump is a pain in the ass. Mitsubishi should have factory relocated it into somehwere that doesn't expose to the environment.

[@Petey17564]

There is a very inexpensive option to relocate in the Trunk.

[@ryuronin920]

Great break-down! kicked myself for not having notifications for your channel turned on. I missed this by 2 weeks. Now would you be willing to do one on the WRX and STis awd system? Thats a system I know very little about . Even after spending a half an hour reading one of the Subbie forums. No pictures or diagrams so it wasnt as easy to picture. Thanks for digging up the info and getting this video out.

[@pjvenda]

Very clever stuff indeed. Do you know if the system is able to partially lock the centre diff as opposed to having it either open or locked? Big respect for the team who developed the software to control that type of drivetrain.

[@frankth3frizz]

how does this compare to the gtr's awd? that's all electronic right?

[@jubuttib]

+frankth3frizz As far as I've been able to fathom it out, the Nissan GT-R's system is as follows: By default, the engine sends the power to the rear. The front end is connected to the rear via a separate clutch pack, and when that is engaged, the front and rear are essentially locked together. There is no center differential as such, just a "simple" clutch connection, controlled by computers (this means that if you remove the shaft connecting the front to the rear you end up with an RWD car, and lots of errors). Nominally the say that the torque split varies from 2:98 to 50:50, but my guess is that if the clutch is engaged and rears are on super slippery surface, the front will receive more torque than the rear. The front differential is an open one, so nothing special there. The rear differential is some form of torque vectoring differential, so similar to what the Evo has in effect. So the main differences: GT-R has no center differential where as Evo does have one (GT-R only sends torque to the front if the clutch pack is activated, and this also locks the speeds together, whereas the Evo always sends some torque to the front and only locks the speeds together if the ACD is active, so GT-R can behave as an RWD in some situations whereas Evo is always AWD), and Evo has a helical (torque biasing) front differential where the GT-R only has an open front differential (so GT-R front diff is less useful when there's a traction difference between the front wheels).

[@dAbaPEsTA123]

+jubuttib Basically software engineering (GTR) and electronics engineering (EVO X)?

[@jubuttib]

dAbaPEsTA123 It's definitely both on both cars, both have plenty of electronically controlled components directed by software. The differences mostly boil down to Evo having a more effective front diff (torque biasing vs. open in the GT-R) and Evo having a center diff that always sends torque to the front (Nissan doesn't have a center diff, only a clutch to connect the front directly to the rear). This hints that the two systems have two different emphases. Put it this way, the Nissan GT-R is coming from a tarmac perspective and emphasizes getting the power to the rear tyres for more maneuverability in grippy conditions, with the front being engaged when the rear can't handle more power, or when stability is needed. When the front is engaged, the car is always trying to equalize the speeds of both front and rear axles. The GT-R is an RWD car at heart and uses AWD properties to help out situations where RWD isn't enough, but isn't as hindered by AWD's downsides when it doesn't need it. The Evo is coming from a rally perspective and is worried about always putting power to all four tyres in a functional way. The center diff sends power to the front and rear 50:50 when not locked, and can activate to lock them together to stabilize the car and allow more power to be put down on a looser surface (the tarmac mode makes the center diff lock activate less than in the other modes, because on tarmac it can really hurt turning capabilities). The Evo is a pure AWD car at all times, and for better or for worse has to deal with the problems and benefits of AWD cars at all times.

[@Abhishek-150]

@@jubuttib : gtr don't have torque vectoring in rear But simply have a mechanical LSD..

[@tobylongmedia]

Very informative video, thanks for the effort and explanation. Evo X's FTW! ;)

[@garage2track]

I could be wrong but in the scenario where only one wheel has traction, it isn't too difficult to assume that might be used for ice. One wheel might have more traction than the other three, therefore it sends power to that one wheel.

[@hnkulkarni]

Can you also suggest reference readings as well? Great video btw. very informative.

[@mikef058]

Good job man!

[@thisisnotrod]

Thanks for doing this.

[@JustAnotherPersonHere]

Great vid, thank you very much!

[@Roadhouse44]

thank you for the video. i understand now

[@matthewaguirre3293]

This system makes the eclipse cross a great cuv

[@chao5s]

I'd like to see WRX STI DCCD AWD explained in details, always there is some doubt about the system ;-D

[@TinkoMollov]

Great explanation. you have really done your research well (y) also very understandable and amusing (trying to save brian :D ) way of presenting the information

[@the_chris]

The saddest part of this (as an Evo X owner) is there is a huge problem with the pump that controls that centre diff is the most common problem on the car - it is 100% going to need to be replaced constantly. If you're outside of the US, this is an expensive ($3000 ish) service item every few years.

[@marc27default]

If I could give this video more thumbs up I would

[@gtankov]

Pro tip: Evo X in Tarmac mode on snow feels like RWD. Turn traction control OFF (not OFF OFF) and you look like a really good driver doing second or third gear drifts while the car saves you LOL! Evo X needs 50% more hp at least so bolt-ons plus pro tune and it's alright.

[@lolzlarkin3059]

I wish you had moving things and animations because the internet has made my attention span almost... oooo a kitty.

[@Specter57]

Would you explain how laser ignition systems work, including the pros and cons of them?

[@tomasnydr9239]

nicely explained how about the GTR?

[@SeigiSama]

I've noticed that the driver control selection also changes the sensitivity of the traction control system. Meaning, if you leave it in Tarmac and drive in the snow the traction control system will go ape shit and you ayc breaking and traction control lights will flash constantly. If however, you put it in gravel and then snow the traction control will actually get less sensitived to slippery road conditions and not go into Oh shit mode all the time.

[@jshoota7021]

You should make a video with s-awc compared to awc like Evo 9 and ralliart. Also when I bought my ralliart the dealership said that the ralliart has evo9 awc I don’t know if it’s true or a sales pitch

[@TzTokJad]

The Ralliart has the same rear diff as all American CT9A Evos, commonly referred to as the 'RS' diff.

[@galant310]

do you have to change the clutch pack in the rear diff after a while?

[@cagednm69]

The last example works best when you're stuck in a snow covered surface or a muddy offroad surface where you have 3 tyres spinning with no traction but only one tyre telling the system that there is grip available underneath it. The torque system isn't just sent between front and back but also works between individual wheels to get you out of the sticky situations. I'm surprised that a Subi owner finds it an "unrealistic scenario". Do you not take the Subaru out on a rally-esque offroad areas or put in them deep snow drifts during winter? Kinda makes me want to quote Tanner Foust from TG USA "For all you Subaru owners who think the Evo is just a pavement queen, think again."

[@EngineeringExplained]

+cagednm69 Typically when there is snow under three of the tires, there is snow under the fourth tire as well. In my final scenario, I was referring to 3 wheels being in the air (no contact). I will continue to believe that this is an unlikely scenario for which you need to accelerate in, as I was using the scenario as a tool to explain how the system works.

[@nick_santini]

Where is the Ford Focus RS AWD video?

[@audilicous]

It was junk, and has been discontinued.

[@supersam1914]

Thank you !!! 🙏🏻

[@cody1995evo]

I’d like to know what steering angle the diff locks up and snow gravel tarmac, like what’s the real sic difference?

[@charlesrobinson5287]

Brother🤔 dam you are a genius👍

[@adrianTNT]

Can someone clarify this risk of transmission case / diff damage please ?! (there are mixed opinions and comments) .... When you do the MOT brake test, and it puts the Evo X on rollers, does it need the other axle to spin freely on some rollers or not ? Last technician today said they know what they are doing and the roller tester is for 4x4 vehicles including, AND since they only spin one wheel at a time then it will NOT send power to the other axle (e.g rear wheels stay fixed when spinning front left or right wheel). I know the car cannot be towed by lifting just front or just back (just all wheel on a flatbed platform).

[@MrUnbeatableable]

I would really like a video on Nissan's ATTESA-ETS AWD system

[@MrUnbeatableable]

I mean ATTESA E-TS

[@SamTVity]

Hey, it would be great if you could eighter move your whiteboard a little to the left or the EE-logo in the upper corner of the screen because at the moment it covers the low right corner of the board ;)

[@EngineeringExplained]

+SamTVity I've edited it so that the EE logo only appears at the very end of the video. :)

[@jasminsuljic4487]

The power goes to gears of transmission and inside it has a final drive the acd is is inside the transmission connected to the final drive then power goes to the transfer case where the LSD sits and the acd clutch packs sit on the outside of transfer case but everything is with in the transfer case just the two fluids can’t mix I have torn down the transmission and the whole driveline to have it build.

[@Fabio95p95]

Good video

[@Anjeluvadavis]

I'm sorry for not understand but simply put from all the torque the engine produces only 50% max goes to the rear wheels, otherwise it stays 100% fwd correct?

[@seb5945]

Can't imagine how much efficiency has lost through all those diffs. xD

[@EngineeringExplained]

+Sebastian Rosenberg Considering its not-so-awesome power-to-weight ratio and the fact that it hit 60 mph in 5.2 seconds in my testing, with 11,000 miles on a press car that's been hammered by 50 journalists, I'd say it's doing pretty well to get a good amount of that power down.

[@privateprivate2225]

ya i would not buy one.

[@tobylongmedia]

+Sebastian Rosenberg 217kw at the engine stock, dynoed 165kw at the wheels, so it's loosing around 25%. However after 6 years of owning it, tuned by myself on E85 and running 26psi of boost, 250kw and 450nm for the past 5 years, it's a very good example of good engineering. The car has 113,000km on the clock and is still on the original factory clutch. You can see my track videos on my channel. Evo X's are good, better than I'd ever imagined.

[@CarlosNegron1]

+Sebastian Rosenberg Stock Evo X's run between 230-240hp to the wheels stock. So about 20% loss.