I wonder how all transmission systems work

[Leonidas]

When transmission is locked both both front and rear axles work in unison
But I understand there is a Torsen system in the transmission case, so front and rear axles may be subject to different torques
I do not think there are Torsen differentials in front and rear differentials
Is the above correct?
Now, add the ESC,and I am completely lost as to what happens when one wheel spins:does the Torsen regulate spin? Is ESC activated as well?

 

[ORSO]

there are no torsens or lsds. they are 100% free or 100% locked differentials

 

[anand]

As ORSO stated, there is no torsen differential or limited slip anywhere in the system.

ESC (or traction control) is purely handled by one of two methods, reducing engine output and/or applying the brake in at least one corner.

The transmission doesn't get locked, the center differential in the transfer case gets locked. This forces 50% of the power to the front axle and 50% to the rear.

Power (torque) is like water, it follows the path of least resistance. Thus if a wheel is spinning, there is less resistance on that wheel than the wheel with traction, and an open differential will send all the power to the spinning wheel (for instance, pulling back on to a road way with one tire in grass and the other on pavement in a 2 wheel drive vehicle will lead to lots of wheel spin on the grass side). Locking the differential forces 50% of the power to go to each output (each wheel for a locking axle diff, or each axle for a locking center diff).

There are tricks around this, like left foot braking to "drive through" the brake to maintain traction (this also allows for very smooth travel over obstacles).

When the ESC or traction control system detects wheel spin, it applies a braking force to the spinning wheel, thus sending power to the other wheel on that axle which has more traction.

 

[Leonidas]

As ORSO stated, there is no torsen differential or limited slip anywhere in the system.

ESC (or traction control) is purely handled by one of two methods, reducing engine output and/or applying the brake in at least one corner.

The transmission doesn't get locked, the center differential in the transfer case gets locked. This forces 50% of the power to the front axle and 50% to the rear.

Power (torque) is like water, it follows the path of least resistance. Thus if a wheel is spinning, there is less resistance on that wheel than the wheel with traction, and an open differential will send all the power to the spinning wheel (for instance, pulling back on to a road way with one tire in grass and the other on pavement in a 2 wheel drive vehicle will lead to lots of wheel spin on the grass side). Locking the differential forces 50% of the power to go to each output (each wheel for a locking axle diff, or each axle for a locking center diff).

There are tricks around this, like left foot braking to "drive through" the brake to maintain traction (this also allows for very smooth travel over obstacles).

When the ESC or traction control system detects wheel spin, it applies a braking force to the spinning wheel, thus sending power to the other wheel on that axle which has more traction.

As ORSO stated, there is no torsen differential or limited slip anywhere in the system.

ESC (or traction control) is purely handled by one of two methods, reducing engine output and/or applying the brake in at least one corner.

The transmission doesn't get locked, the center differential in the transfer case gets locked. This forces 50% of the power to the front axle and 50% to the rear.

Power (torque) is like water, it follows the path of least resistance. Thus if a wheel is spinning, there is less resistance on that wheel than the wheel with traction, and an open differential will send all the power to the spinning wheel (for instance, pulling back on to a road way with one tire in grass and the other on pavement in a 2 wheel drive vehicle will lead to lots of wheel spin on the grass side). Locking the differential forces 50% of the power to go to each output (each wheel for a locking axle diff, or each axle for a locking center diff).

There are tricks around this, like left foot braking to "drive through" the brake to maintain traction (this also allows for very smooth travel over obstacles).

When the ESC or traction control system detects wheel spin, it applies a braking force to the spinning wheel, thus sending power to the other wheel on that axle which has more traction.

Interesting ,your suggestion:
left foot braking to "drive through" the brake to maintain traction (this also allows for very smooth travel over obstacle
Something I'll try

 

[anand]

Interesting ,your suggestion:
left foot braking to "drive through" the brake to maintain traction (this also allows for very smooth travel over obstacle
Something I'll try

Left foot on the brake, bring the RPMs up to about 1200 and keep the throttle steady and use the brake for speed regulation... Something we (OEX) teach in our introduction to off roading class

 

[Dokatd]

Left foot on the brake, bring the RPMs up to about 1200 and keep the throttle steady and use the brake for speed regulation... Something we (OEX) teach in our introduction to off roading class

Also a good way for an inexperienced driver or a distracted driver to make a very costly mistake. Mixing up feet and not enough practice can lead to sudden lunges of the truck

Really not super effective unless you have a Torsen style diff too. This method worked well when I hade a Trutrac in my Defenders front axle and of course does its job on my Humvee with Torsens.

 

[Leonidas]

Lots of respectable cars do have Torsen diffs Humvee is one of them -see Wikipedia /Torsen
If Ineos chose not to put any, there must be a good reason ?
What do you think such a reason might be?

 

[NQ94]

Torsen is trademarked by JTEKT which is a Toyota company. There would be extra licensing costs passed on to Ineos from Carraro and Tremec to use or make the Torsen diff.

 

[C-Mack]

For sure, any gear based limited slip device like a Torsen would be more robust when compared to a fluid or clutch plate based system. Most likely in the case of the Grenadier, open diffs with a built-in solid locking feature is a more reliable approach when the goal is to achieve an even split of torque across all wheels for off-road. Torque biasing systems generate more heat and are typically used for on-road performance applications where handling and rapid changes in torque applied to each wheel for directional stability is a priority.

 

[anand]

Really not super effective unless you have a Torsen style diff too. This method worked well when I hade a Trutrac in my Defenders front axle and of course does its job on my Humvee with Torsens.

Actually really super effective in everything from a 94 Hilux to a 200 Series to a Jeep TJ.

The H1s with BTM worked an absolute treat with it, but it works with anything, as it primarily allows for very precise movement control over rough obstacles, and allows drivers/students who aren't experienced with the effects that large bumps have on throttle input and subsequently vehicle motion to dampen those changes

 

[[ Adam ]]

Actually really super effective in everything from a 94 Hilux to a 200 Series to a Jeep TJ.

Can confirm- did it in my grenadier at OEX, it was eye opening.

Locking the rear was easier

 

[Leonidas]

Can confirm- did it in my grenadier at OEX, it was eye opening.

Locking the rear was easier

For my benefit:Could you please briefly explain what you did, I think I've missed your point

 

[anand]

For my benefit:Could you please briefly explain what you did, I think I've missed your point

He's referencing the left foot braking technique I mentioned