Traction Tarmac,Gravel ou snow.

Salut,je me demande s ils y a des personne qui change leur modes de traction pour que l usure de leur pneus arr vs avant suse plus égal,et pouvé vous me dire les plus exp.rimenté qu elle es le % de traction sur chaques modes de tractions.

Si tu veux user tes pneus de façon égal, fait une rotation des pneus au milieu de l'été. Changer le mode d'AWC changera pas l'usure en général des pneus.

Petite lecture pour comprendre le S-AWC, lire surtout les posts de discogodfather : http://www.evoxforums.com/forums/showthread.php?t=17632

ote="JeFFrr"]Si tu veux user tes pneus de façon égal, fait une rotation des pneus au milieu de l'été. Changer le mode d'AWC changera pas l'usure en général des pneus.
 
Petite lecture pour comprendre le S-AWC, lire surtout les posts de discogodfather : http://www.evoxforums.com/forums/showthread.php?t=17632[/quote]Merci pour l info,d autres commentaires ou liens pour les % exact de traction sur chaque modes,merci G F.

Les modes ont seulement un impact sur le temps que les diffs. restent barrés. Aucun lien entre le % de traction et les modes. Aucun lien non plus entre les modes et la puissance transféré à l'arrière ou l'avant.

Voici un autre post de discogodfather comparant le S-AWC et le Attesa-ETS (GTR), ca permet de mieux comprendre le fonctionnement du S-AWC:

The Mitsubishi S-AWC and the Nissan Attesa-ETS (GTR version) systems are largely similar in their performance and function. They both operate on the principle of open-differential based power distribution with multi-clutch hydraulic "clamps" (you can think of them as very efficient brakes). These clutch paks are operated via input from many different sensors that all feed into an algorithm that literally looks "ahead" in time and predicts the cars trajectory and adjusts power accordingly. The S-AWC has a real active rear diff, the Nissan has just a dumb mechanical LSD for the rear.

To explain how the system directs power to a specific wheel you have to think of it as braking one wheel will send the power into the other direction. This principle works between the rear wheels (called "torque vectoring" by some) and also between the front and rear axles. Combined with the predictive quality of the algorithm controlling the clutch pak, the system can send power dynamically and quickly to the location in wants.

Now for the more complex mechanical stuff- the S-AWC system uses three clutch-paks total. One is dedicated for front and rear distribution and is located in the transfer case. Two more are located in the rear diff and each is dedicated to the rear left and right wheel. On a functional basis, the car is always 50:50 (completely open) at the center diff (ACD) and of the 50% of power that is sent to the rear diff 50:50 is divided between the two rear wheels (again a completely open diff).

When appropriate, the rear diff (AYC= Automatic Yaw Control) can split up to 100% of the power it receives from center diff (ACD) to either the left or right rear wheel. The center diff (ACD = Automatic Center Differential) is limited to sending a maximum of 50% of the engines power to the rear, so essentially the AYC can only send up to 50% of the engines power to either left or right rear wheels.

The center diff (ACD) can effectively lock up completely to prevent the center diff from turning into either a complete RWD or FWD car. Remember, the center diff is a bevel gear open diff at heart and when the front or rear wheels slip it can turn into a 100% FWD or a 100% RWD car- except the power is actually all going to the wheels that slip! That's bad news, so the ACD clamp is like a slip monitor and when things get too far away from 50:50 it clamps down and locks until things quite down. This however does not seem to occur much at all in the real world, but the system can send 100% of power to the front wheels or rear wheels technically based solely on wheel slip (sends power to the axle that is slipping).

The S-AWC center and rear diffs (ACD-AYC) are active. The front differential that splits power to the front wheels is not active and is a simple helical LSD.

The Nissan Attesa-ETS (GTR version) is essentially the same as the S-AWC in functionality. It two has a mechanical front differential (LSD) and effectively an active center differential. The big differences here are in the placement of components. The latest GTR uses a rear trans-axle based system that houses the transfer case (active center diff), the passive rear differential, and the transmission all in a central unit in the rear of the car. Power goes into it via a drive shaft from the front and exits to the front wheels via another drive shaft that sits a little off center to the passengers side.

The Attesa-ETS is similar to the S-AWC in that it uses multi-clutch hydraulic units to proportion power. However, the Nissan actually uses only 1 clutch pak (a GKN electromagnetic clutch) at the center diff instead of the S-AWC's 3 paks. Attesa-ETS center diff actually has only one clutch pak (see diagram).

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So what does all this mean? Nissan's system is capable of one more feature than the S-AWC system is, and it's all related to that extra clutch pak in the center differential. The S-AWC is a 50:50 (open system) by default and can send 100% of power to the front, and actively distribute to the left and right rear wheels (torque vectoring). The Nissan's system can do something called "torque biasing".

Torque biasing occurs when you take an open diff and lock the controlling clutch pak before it moves, therefore creating a pre-torque distribution. In the Attesa-ETS's case, it's a nearly completely RWD split of 98% rear and 2% front. When the system chooses to activate, it can send power to the front up to a 50:50 distribution. S-AWC cannot torque bias, and it is limited mechanically to sending only 50% of the cars power to either rear wheel maximum.

But S-AWC does have it's virtues over the Attesa-ETS. It's lighter, WAY lighter, and is a little more elegant in its execution. Torque biasing is not really necessary with a sedan that has a weight distribution of 60 front and 40 rear. It also, according to Mitsu engineers, has a much faster reaction time than the Attesa-ETS does. Some also claim the algorithm for analysis of wheel speed, G-force+yaw, steering angle, etc. is better with Mitsubishi. These claims are all relative and there is really very little proof, there are a few hints in the 2008 Mitsu technical papers on the revised S-AWC.

From what I can see, the Attesa-ETS has no active rear diff and cannot actively torque vector, so in terms of who wins the fight in technical bravado I would say Mitsu is still the most advanced AWD system in the world.

Peux tu traduire en francais svp JeFFrr .

Comme ca a déjà été dit, le mode ACD n'aura pas d'impact direct sur l'usure des pneus arrières vs avant. Pour égaliser l'usure fait des rotation avant-arrière.

Pour ton info, moi je reste en mode Tarmac été comme hiver, beau temps, mauvais temps

tarmac = sec
gravel= glissant
snow= quand ya na épais a terre

Merci a tous pour vos commentaires,G.F.