Sentences with phrase «exedy multiplate»

The resulting ATTESA E-TS Pro — or Advanced Total Traction Engineering System for All - Electronic Torque Split — would employ a number of sensors to monitor lateral acceleration and individual wheel speeds, enabling an electronically controlled, hydraulically operated multiplate clutch pack to send up to 50 per cent of the GT - R's drive to the front wheels when required.

A multiplate limited - slip differential helps put the power to the ground, and the stability and traction control systems have been recalibrated.

Blooming before you are hydraulic reservoirs for the lightweight multiplate wet clutch and the disc brakes (two front, one rear, no ABS).

It makes use of an electronic, multiplate clutch to shift torque between the front to rear axles as necessary, and BMW's Performance Control system directs power to the outside rear wheel during cornering.

A hydraulically controlled, multiplate clutch engages the second longitudinal driveshaft, allowing up to 50 percent of the torque to be directed to the front axle.

But here's what you can't have on the Audi: a choice of two biturbo dry - sump lubricated engines; Porsche Active Suspension Management (standard on the Turbo) and an optional, height - adjustable air suspension; a rear - biased all - wheel - drive system that can quickly divert up to 100 percent of torque to either axle via a multiplate electronic clutch; and available ceramic composite brakes and Porsche Torque Vectoring, the latter distributing rear twist from side to side.

Essentially this means the removal of the multiplate clutch centre differential, the propshaft and front driveshafts, which results in a 50 kg (40 kg on the Spyder) saving in weight over the quattro version.

«Porsche Traction Management (PTM): Active all - wheel drive with electronic and map controlled multiplate clutch with Automatic Brake Differential (ABD)

Porsche Traction Management (PTM): Active all - wheel drive with electronic and map controlled multiplate clutch with Automatic Brake Differential (ABD), and Anti-Slip Regulation (ASR)

Porsche's Traction Management system uses an electro - hydraulic, multiplate clutch to engage the front axle depending on need.

[10][50] Like the original transverse DQ250, this DL501 uses dual wet multiplate clutches, but unlike the DQ250, this variant uses seven forward ratios.

Dual - clutch transmissions use two fundamentally different types of clutches: either two wet multiplate clutches, bathed in oil (for cooling), or two dry single - plate clutches.

The name of the transmission is 7 - speed LDF Dual Clutch «Doppia Frizione» with shift characteristics variable via Drive Select Mode and all - wheel drive with electrohydraulic multiplate clutch.

English specialist consulting engineering company Ricardo plc designed and built the Bugatti Veyron's seven - speed dual wet multiplate dual - clutch transmission, specifically to cope with the 1,250 N ⋅ m (922 lbf ⋅ ft) of torque generated by W16 engine.

[4] All of these early AP twin - clutch installations featured a single dry clutch and multiplate wet clutch.

Porsche has changed the software to allow the multiplate clutch to send a greater percentage of drive to the rear under a wider range of conditions.

It relies on a Haldex style multiplate clutch to apportion drive to the axle with the most grip.

[1] Instead, dual - clutch transmissions that are currently on the market primarily use two oil - bathed wet multiplate clutches, similar to the clutches used in most motorcycles, though dry - clutch versions are also available.

ZF Friedrichshafen AG, with Porsche, designed and now build the two different variants [44] of the Porsche Doppelkupplungsgetriebe (PDK) seven - speed» 7DT» dual wet multiplate clutch transmission.

[9] The wet clutch design is generally used for higher torque engines that can generate 350 newton metres (258 lbf ⋅ ft) and more (the wet multiplate clutch DCT in the Bugatti Veyron is designed to cope with 1,250 N ⋅ m (922 lbf ⋅ ft)[2]-RRB-, whereas the dry - clutch design is generally suitable for smaller vehicles with lower torque outputs up to 250 N ⋅ m (184 lbf ⋅ ft).

When the driver operates the switch for the center differential lock, the multiplate clutch switches to a 100 % locking effect.

When the management system detects front - wheel slip a multiplate clutch on the rear differential engages, without waiting for the drive shaft to spool up.

The advantage here is a computer that constantly measures the steering angle, throttle position, wheel speeds and chassis movements to split torque up to 50 - 50 through a new higher - capacity hydraulic multiplate clutch.

In its place is a lighter electronically controlled multiplate clutch arrangement engineered by Porsche.

With an active version of quattro worrying about traction at both axles (able to transfer 100 - percent of the torque to either axle thanks to a multiplate clutch pack), an available magnetorheological shock system tuning the damping, a torque vectoring diff, and dynamic steering (when fitted) checking the driver's inputs, you probably can't screw it up badly enough even to trigger the traction control or stabilization systems.

Unlike the system used in the C -, E - and S - class, it is based around a multiplate clutch system compatible with right - hand drive.

Q4's mechatronics can take the wet multiplate clutch from fully open to fully engaged in just 150 milliseconds, an eye - blink transition from 100 percent rear - drive to all - wheel - drive with 50 percent of available torque being distributed to each axle.

With standard Porsche Traction Management (PTM), the Cayenne E-Hybrid has an active hang - on all - wheel drive system with an electronically regulated, map - controlled multiplate clutch.

It uses a multiplate clutch in an oil bath to engage or disengage the electric motor.

But the new car also comes with an optional HTRAC all - wheel drive, which transfers torque to the front wheels via an electronically controlled multiplate clutch.

Power is seamless — as in, you barely hear the shifts and you don't feel them — through a seven - speed M dual - clutch transmission and thence to the Active M differential, an electronically controlled multiplate limited - slip unit.

The EAD utilises an electric motor which operates a multiplate clutch; by rapidly and continuously analysing a range of electronic inputs it is able to immediately vary torque transfer to each driven wheel to maximise traction in any condition.

In the F - Type, it starts with a power take - off at the south end of the transmission, electro - magnetically engaged with a multiplate wet clutch.

The torque converter has been removed and replaced with a 54 horsepower (40 kW) electric motor and a multiplate clutch pack.

It works in with an electro - hydraulic Haldex style multiplate clutch four - wheel - drive system described as being suitably modified to handle the extraordinary torque loading.

The system works by delivering torque in optimum dosage either to the front or rear as required via a multiplate clutch, which Zuffenhausen says is the one of the lightest all - wheel drive systems available today.

A new eight - speed automatic transmission with Direct Shift uses an ultra-thin torque converter, in addition to a multiplate lockup clutch for better - timed and quicker shifts, sending the power to the front wheels.

That output is routed to a new eight - speed Direct Shift automatic with what Lexus calls «an ultra-thin torque converter» and multiplate lockup clutch for greater efficiency and «crisp, precisely timed shifts.»

It uses a multiplate clutch coupling to split power between the front and rear differentials.