zeno a écrit :RenesisMsa a écrit :l'avenir nous dira cela...
Ils vent construire la TT RS, mais apparament cette lettre et les detailes sont faux. Mais comme tu dis on va voir.
J'espère bien depuis le temps qu'on dit que la TT merite plus de 300 CV... 
FRS
(Ex-RX7 FD Noir - 241 CV -> 10/2007 a 02/2009 )
(Ex-RX8 Velocity Red - 231 CV -> 01/2004 a 10/2007)
BMW 320D Coupé
[img]http://yelims.free.fr/VroumVroum/VroumVroum02.gif[/img]
RenesisMsa a écrit :J'espère bien depuis le temps qu'on dit que la TT merite plus de 300 CV...
C'était pas pour la RX8 que l'on disait ca ?
300ch pour une traction (+haldex), comme dirait Clarkson "That'll be a wild ride".
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Corvette Z06 + Honda CBR1000RR + Ford Mondeo 2l boite auto (cherchez l'intrus) ;-)
Benji a écrit :RenesisMsa a écrit :J'espère bien depuis le temps qu'on dit que la TT merite plus de 300 CV...
C'était pas pour la RX8 que l'on disait ca ?
300ch pour une traction (+haldex), comme dirait Clarkson "That'll be a wild ride".
I dont think so
[img]http://i90.photobucket.com/albums/k277/zenozadro/bdasigtest3.gif[/img]
RenesisMsa a écrit :qui dit qu'ils vont garder l'haldex pour la RS ?
Parce que ca a été confirmé par Audi, et que de passer à un différentiel central nécessiterait un changement massif du chassis, improbable pour un véhicule halo qui va se vendre à très peu d'exemplaires ? 
La TT-RS disposera néanmoins du Haldex XWD, capable de passer plus de 50% du couple aux roues arrières (mais uniquement quand les roues avant patinent...), le même que les dernières Saab 9-3X.
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Corvette Z06 + Honda CBR1000RR + Ford Mondeo 2l boite auto (cherchez l'intrus) ;-)
RenesisMsa a écrit :qui dit qu'ils vont garder l'haldex pour la RS ?
Y a pas de place pour rien d'autre (oui, je sais, double négation).
Haldex, c'est toujours mieux que sur la Ford Focus RS, même si j'ai un faible pour le Torsen (j'en ai eu 4, des Audi avec Torsen...).
MX-5 NA 1.8 Laguna Blue 1994
Porsche 996 Targa 3.6 Artic Silver 2002
Mazda6 2.2d AWD break 2016
Fourth Gen Haldex - 2007 (From Wikipedia)
Saab introduces a unique combination of Haldex Couplings on its 9-3 Turbo-X in late 2007. Called XWD (Cross-Wheel Drive), it allows enhanced traction, safer driving, and better control.[6] The main components of the new Haldex system are the Power Take-Off Unit (PTU), Limited Slip Coupling (LSC) and eLSD (Electronic Limited Slip Differential). The PTU is the final drive unit at the front of the vehicle that transmits power to the front wheels and sends power down the driveshaft to the rear wheels. It is not a Haldex design, but is required to adapt the system to a front-wheel drive vehicle. The LSC sits at the rear of the vehicle in-line with the driveshaft. It controls the torque split between the front and rear wheels of the vehicle. The LSC sends torque to the eLSD that sits between the rear wheels. The eLSD transfers torque to the two rear wheels. Like with XWD, previous generation Haldex systems also included an LSC and an LSD. However, with the new system Haldex significantly redesigned the workings of their LSC. The LSC is still a clutch pack that adjusts torque split depending on hydraulic pressure. It is the method of fluid flow through the device that has changed.
A large complaint about the old system was its lagging response time. LSC versions 3.0 and earlier used a built-in pump to create hydraulic pressure on the clutch pack to increase the torque drive to the rear wheels. While efforts were made on Haldex's part to create pre-emptive torque by adding a check valve and feeder pump to provide some instant pressure when triggered by wheel slippage, it was still limited in capacity. That is why for version 4.0 Haldex made an effort to improve response time by eliminating the hydraulic pump built in to the LSC, which also reduced its overall packaging size. Instead they have added a proportional pressure release valve with an accumulator that is kept filled by a detached feeder pump. This provides more instant response by holding the valve open to limit the torque drive to the rear wheels and keeping the hydraulic fluid flowing through the system. That way when rear torque is demanded, the valve closes and hydraulic pressure is already there.
The LSD used by Haldex 4.0 is also not the mechanical limited-slip differential of old. They swapped the old system LSD for an electronic unit. The eLSD works in much the same way as the LSC, a feeder pump and pressure relief valve are used to control hydraulic pressure on the differential clutch pack. This allows for complete control of the rear differential lock-up without the need to wait for wheel slippage to occur. The system has its own control unit contained in the LSC. This control unit communicates between the vehicle systems to get sensor input for data such as wheel speed, rpms, throttle position, steering wheel input, etc. It also works with anti-lock brake and traction control systems.
The XWD system can transmit 100 percent of available torque to either the front or rear wheels. However, for those conditions to occur one end of the vehicle would have to lose all traction, like driving on ice for instance. During a standing start the rear wheels are put to use, without the need for any slip to occur. Then under straight-line cruising conditions, to conserve fuel and driveline wear, the torque split to the rear wheels is reduced to a level between 5 and 10 percent. Also up to 85 percent of torque can be transferred by the eLSD between to any single rear wheel if necessary. The system can adjust torque splits based on calculated conditions, such as those that indicate an aggressive lane change manoeuvre, to effectively reduce overstreer or understeer without any wheel slip occurring. In the event that some wheel slip does actually get to occur, the system can react more timely and efficiently than in the past. [7]
Thanks to this technology, the Saab 9-3 Turbo-X, with only 280 BHP can run a slalom faster than many high performance sports cars, beating German and Japanese rivals, including the Porsche 911 Turbo. Saab has an agreement with Haldex for exclusive first year access to the technology. Haldex is currently developing a XWD system for Hyundai Applications. [8]
NOTE: The term XWD is a trademark owned by Saab Automobile AB, and thus cannot be used by any other make.
NOTE: The fourth generation Haldex AWD used in new Volvo automobiles is not capable of transferring power from left to right using an eLSD. Currently, the eLSD is still limited to SAAB.
[edit] Haldex In Use
"Haldex LSC" refers to the coupling system — its most prominent uses are in all transverse engine 4x4 models of the Volvo Cars and the Volkswagen Group (Volkswagen AG) marques: Audi (A3, S3 and TT), Bugatti, SEAT, Škoda, and Volkswagen (Golf), making them non-permanent 4x4s, unlike longitudinal engine models (Audi A4, A6, A8, previous-Volkswagen Passat), which use a Torsen centre differential. However, its short reaction time (only a seventh of a wheel spin) relative to systems like a viscous coupling, and ability to fully lock mitigate its theoretical disadvantage to a full-time 4WD (like Torsen) setup.
The Haldex LSC has been used in 4WD models of Volkswagen by the name "4motion", and Audi cars under the name of "quattro". The same labels have also been applied to Torsen-based, permanent full-time 4WD systems from both Volkswagen and Audi, which has led to confusion, and some heated debate as to the relative merits of each system. This is due to confusion over nomenclature; based on the fact that the original Audi Quattro coupé did use a torque-sensing centre differential (not Torsen, however), many fans believe that "quattro" refers to said type of 4WD system, not realising that it is simply a trademark. (It is interesting to note that "quattro" is also used on the Audi Q7 SUV, which uses neither Torsen nor Haldex; instead, it uses a BorgWarner system).
As can be seen, the Haldex LSC is used in conventional road-going cars, crossovers, and full-on SUVs.
[img]http://i90.photobucket.com/albums/k277/zenozadro/bdasigtest3.gif[/img]
zeno a écrit :La TTS est equipée avec la "generation 4 Haldex" et Porsche ont fait des essaies pour le Carrera 4.
Oui, et la bugatti Veyron disose d'un système similaire.
Mais Porsche et Bugatti sont des propulsions avec un haldex pour le train avant. Audi (et Saab) sont avant tout des propulsions.
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Corvette Z06 + Honda CBR1000RR + Ford Mondeo 2l boite auto (cherchez l'intrus) ;-)
Benji a écrit :zeno a écrit :La TTS est equipée avec la "generation 4 Haldex" et Porsche ont fait des essaies pour le Carrera 4.
Oui, et la bugatti Veyron disose d'un système similaire.
Mais Porsche et Bugatti sont des propulsions avec un haldex pour le train avant. Audi (et Saab) sont avant tout des propulsions tractions.
A priori cela aide pas la 911 Turbo qui est battu par la Saab dans un slalom alors qu'elle a que 280 Cv.
Je dirais donc qu'il vaut mieux avoir l'haldex pour l'arrière...
FRS
(Ex-RX7 FD Noir - 241 CV -> 10/2007 a 02/2009 )
(Ex-RX8 Velocity Red - 231 CV -> 01/2004 a 10/2007)
BMW 320D Coupé
[img]http://yelims.free.fr/VroumVroum/VroumVroum02.gif[/img]
RenesisMsa a écrit :A priori cela aide pas la 911 Turbo qui est battu par la Saab dans un slalom alors qu'elle a que 280 Cv.
Je dirais donc qu'il vaut mieux avoir l'haldex pour l'arrière...
Références ?
Mais dans un slalom à basse vitesse (qui ne met pas à l'épreuve la motricité), avoir du poids sur les roues avant est peut-être plus important.
Ca n'est pas le type de propulsion qui importe ici, mais plut^ot la répartition des masses.
(Enfin, je doute quand même un peu de la référence...).
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Corvette Z06 + Honda CBR1000RR + Ford Mondeo 2l boite auto (cherchez l'intrus) ;-)
Benji a écrit :zeno a écrit :La TTS est equipée avec la "generation 4 Haldex" et Porsche ont fait des essaies pour le Carrera 4.
Oui, et la bugatti Veyron disose d'un système similaire.
Mais Porsche et Bugatti sont des propulsions avec un haldex pour le train avant. Audi (et Saab) sont avant tout des propulsions.
Tu veut dire traction? Et je suis bien d'accord
On dis que la TTS n'a pas un bon chassis (platforme familial, 58/42 weight distribution)
Qu'elle est equipé avec une mauvais systeme quattro (Haldex)
Que 300 cv va faire un "wild ride"
And yet
On voie que le Haldex 4 est un bon systeme (programmable en plus) capable d'envoyer 100% de la puissance au roues arrieres, que la TTS tien bien la route (Donc la TTRS va etre mieux), Audi sont souvent accuser de fabriquer des voiture securisant (donc pas de "wild ride" pour la TTRS).
La seule bonne argument c'est le prix.
[img]http://i90.photobucket.com/albums/k277/zenozadro/bdasigtest3.gif[/img]
