Sentences with phrase «gear center differential»

For starters, Audi's quattro permanent all - wheel drive sends power to all four wheels with the aid of the crown gear center differential.

New strengths: Even more grip, less weight With this extremely broad torque distribution range, the crown - gear center differential surpasses its predecessors — grip becomes even better.

New quattro technology: The crown gear center differential Audi is presenting a new, evolutionary stage of its permanent all - wheel drive system for longitudinal engines in the high - performance RS 5 Coupé — the quattro drive with self - locking crown gear differential and torque vectoring.

Audi is using a new development stage of the center differential called the crown - gear center differential.

The self - locking crown - gear center differential is compact and lightweight — and attains a high efficiency ratio.

Members of the A5 family equipped with quattro permanent all - wheel drive and the S tronic transmission also feature the crown - gear center differential with torque vectoring.

When combined with S tronic, the quattro drivetrain uses the crown - gear center differential and torque vectoring; the sport differential is the perfect complement.

The most important technical updates for the Audi S5 are quattro drive with the crown - gear center differential and electromechanical power steering.

The bevel - gear center differential eliminated the stresses in the powertrain that arise because the front wheels follow a slightly larger curve than the rear wheels when the vehicle is cornering.

The crown gear center differential makes the new A6, and A7 and RS5 feel much more lively, and much more «rear wheel drive» than any Audi quattro model before.

The key innovation, the crown - gear center differential, is compact, lightweight, and can vary the distribution of power between the front and rear axles over a broad range, enabling the quattro drive system to react within milliseconds to coax the maximum of fun and safety out of every last bit of torque.

In Auto mode the new software algorithms allowed the multi-disc clutch pack's friction and clutch discs to slip as needed, simulating a planetary or bevel geared center differential, making a geared differential redundant.

The geared center differential would be used to allow the front and rear drive shafts to turn at different rotational speeds so as to eliminate any «drivetrain binding» or «torque windup» while the system was being used on pavement.

[1] BorgWarner's original design called for using both a software controlled electromagnetic multi-disc (also called multi-plate) clutch pack and a planetary or bevel geared center differential together.

However, as the development process continued, engineers at BorgWarner discovered that, with clever software programming, they could control the variable electromagnetic multi-disc clutch to a point where it would allow the front and rear drive shafts to turn at different rotational speeds on its own, without the aid of a planetary or bevel geared center differential.

[1] Instead of a planetary or bevel geared center differential, the system uses a variable intelligent locking center multi-disc differential.

As it does so, intelligent control software allows the center multi-disc clutch to behave like a geared center differential, such that «driveline binding» and «torque windup» do not occur.

Not exact matches

Audi Q5 Audi's Quattro all - wheel drive is based on a torque - sensing center differential, with the bias controlled by two sets of planetary gears and several friction discs.

On my Subaru, if I inflate the rear tires to match the front tires» pressure (approximately 4 psi up), I'll hear a distinctive high - pitched whine from the center differential every time I coast down from speed in second gear.

Conversely, many have a gear - driven or alternative - style limited - slip center differential that is engaged when the system is manually placed in 4WD.

The package features a Dana Super 60 center section and open differential with a 256 - millimeter gear set and 35 - spline axle shafts.

The Max Tow Package is based around a Dana Super 60 center section and open differential with a 256 - millimeter gear set, and uses

For all its high - performance attributes, the Mercedes - AMG G - Class is a real - deal off - roader with low - range gearing, and front, rear and center locking differentials.

The G - Class is a real - deal off - roader with low - range gearing, and center, rear and front locking differentials.

An Aisin six - speed automatic transmission and full - time four - wheel drive system with a lockable center differential routes power through 3.90:1 gearing.

The driver simply presses the button behind the gear shifter and the center differential splits power evenly between the front and rear axles.

However, an extra shaft from this differential also drives a bevel gear housed in the transfer case that permanently turns a driveshaft for the rear wheels (i.e. there is no longer a «center» differential).

As it was geared toward that aforementioned clientele, the 500 GE «only» had the center and rear differential locks, as the front one was typically employed only in the most severe off - road conditions.

The self - locking center differential is configured as a planetary gear.

As for the center differential, which regulates power distribution between the front and rear axles, Audi — the leading all - wheel - drive brand — unveils the next generation: a crown - gear differential.

New parts include custom built 311cid - turbo350 with shift kit - New gears, bearings and axles in differential, New: upper and lower urathane bushings, all new ball joints, tie rod ends, center

But this fullsize SUV also has considerable off - roading talents, especially when a dedicated options bundle brings a locking center differential and low gearing.

A six speed sequential gear box drives a Milner transfer box and Milner differentials with Quaife centers to get the power to the ground in any terrain imaginable, a good thing since it's built to conquer the worst environments.

Standard were a Borg - Warner T - 10 four - speed manual transmission with a Hurst floor shifter backed by either 3.54:1 or 3.91:1 rear axle gear ratios in the «Twin - Grip» differential, as well as power disc brakes, wide E60x15 Goodyear Polyglas white letter tires mounted on «Machine» mag - styled steel 15 - inch (381 mm) x 7 - inch (178 mm) wheels, and a black interior with bucket seats and a center armrest upholstered in red, white, and blue vinyl.

Utilizing a combination of electronic and mechanical center differentials mated with yet a third planetary gear - type differential, the standard all - wheel - drive setup now defaults to a slightly rear - biased 41:59 torque split, but that split can vary continuously up to a lock of 50:50.

Helping the off - road prowess of the new Touareg are short overhangs and a 4 - wheel - drive system with low - range gearing and locking center and rear differentials.

Inside the new center differential were two rotating crown gears.

The self - locking center differential is configured as a planetary gear and works strictly mechanically.

The LX 570 has the two features that make for a real 4x4: a lockable center differential, which keeps the front and rear wheels turning at the same speed, and a two - speed transfer case, which allows a low gear to multiply the torque and pull the vehicle up steep hills without the need for speed.

Terrain Response gives drivers different settings for General, Grass / Gravel / Snow, Mud / Ruts, and Sand, each of which adapts the vehicle's center differential, steering, gear ratios, brake system, and stability control.