Torsen differential

[QSHIPQ at aol.com]

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Dave:
This statement is not correct wrt the audi haldex type, this is only true of
a passive (mechanical) haldex type coupling.  Since lockup is electronic, it
doesn't at all need slip to be locked.  In fact, audi (or a good hacker)
could lock it based on factors completely unrelated to slip at all.  This
would include the electronic NVG models you refrerence in your site.

A haldex LSC as installed in the audi TT should be considered as an "active"
lockup rear axle, and as such can be controlled or biased in it's current
design at any point (any time) from 5% rear to 50 rear torque (100%lockup).
"Hang-on" really describes the lack of center diff, not the actions of the
coupling.

As such, the haldex TT can be a "full time awd" system, OR a synchro system.
The unit itself is designed to be either in the TT, audi electronically chose
it to be synchro (part time 4wd) that's all.  In fact, the engineers at
Haldex actually indicated that a good hacker could change that retroactively
without undue stress on the unit as designed.

HTH

Scott Justusson




In a message dated 11/18/02 6:28:27 PM Central Standard Time,
deaton at tranzrail.co.nz writes:


thanks for all the explanation keith.  i am quite familiar with the haldex,
and the way that it operates.  it is, by definition, a "hang-on" clutch.  it
can be nothing else as the pressure needed to operate the clutch is
generated by slip in the 1st place.  this is the same whether the
application is jeep or audi.