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Thank you for watching the video and leaving a comment. Exactly, Audi's system relies more on electronic controls, so it seems more likely to have issues. But I've heard that Mitsubishi's system is also prone to breaking down, and it's often replaced with a mechanical LSD.

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Thank you as always. For example, on a highway in heavy rain, which would be more stable, an AWD car or a car with rear-wheel steering? It’s a tough question. Perhaps the answer depends on the road conditions and the car’s fundamental performance, such as the tires and suspension. What about a car that has both? Like the Mercedes-Benz S-Class or a Bentley. I’ll have to give up on that since I’m a bit short on savings. (Haha)

​@@sikasabumotorchannelI don't want to keep raising the bar so I am thinking my next car purchase will need to have a torque vectoring differential. Rear wheel steering nice to have and it seems it will be quite reliable but not going to make that a requirement haha. Watching most of your videos, I think ICE is becoming too complicated but then again, with EVs the batteries are the Achilles Heel and they have become too dependent on software, which could break the vehicle with the wrong update.

As you mentioned, ICE has become too complicated. I think it’s probably due to the strict emission regulations (including CO2). But, new technologies always excites me. Nevertheless, battery EV technology doesn’t really excite me. I wonder why?

Thank you for watching the video and leaving a comment. This channel does not faithfully replicate the actual objects. I hope you watch it for understanding the operating principles.

@@sikasabumotorchannel understandable 👍🏻

Thank you, as always. In my video " Limited slip differential, how it works (Revised Edition 2.0)" (th-cam.com/video/AQdrKzJ3LtY/w-d-xo.html), I explain two types of Torsen differentials starting at 8:22. Please check it out. One question for you. Please tell me. Have you not seen that video yet? Or, after watching it, are you looking for a more detailed explanation? Thank you.

@@sikasabumotorchannel thanks allot ❤️❤️❤️ur videos

Thank you for always watching my videos and for leaving comments.

Thank you for watching the video and for your comment. As you mentioned, I also couldn't find any videos or websites explaining the preload on gear-type LSDs. So, from here on, this is just my guess. I think preload differs depending on the intended use of the LSD. The preload on gear-type LSDs is set during the manufacturer's development, and as far as I know, there are no gear-type LSDs where the preload can be adjusted. Since gear-type LSDs are installed in mass-production cars for public roads, the preload is set to either zero or very low in order to ensure comfort and safety. However, in exchange, the response is not good. On the other hand, clutch type LSDs are designed for use on racetracks, so I believe they improve response at the expense of comfort and safety. Thank you.

@@sikasabumotorchannel th-cam.com/video/CIH0V8pg8jk/w-d-xo.htmlsi=ZFU884M9SfH2lWsr&t=177 This video also showcases that typical clutch limited slip differential cannot reliably overcome the zero grip situation. This is likely due to the hill applying too much reverse torque to overcome the preload of the clutch LSD... If this is generally the case, what's the benefit of a clutch LSD compared to a gear LSD? How much preload is needed to overcome hurdles like this, and does that make the clutch LSD too uncomfortable for road use? Does the same apply to gear LSD? 😅

Your issue is probably not preload but the locking ratio. Around the 3:00 mark in the video you shared, the differential locking ratio of the dark green BMW is shown as 25%. This likely means that only up to 25% of the engine's torque is being transferred to the not slipping wheel. As a result, the car cannot climb steep if 25% of the engine's torque isn't enough. The silver BMW, on the other hand, uses an electronically controlled LSD, which can adjust to a higher locking ratio as needed, allowing it to get going. Some race-spec clutch-type LSDs can have a 100% locking ratio. Gear-type LSDs, however, cannot increase the locking ratio in the same way as clutch-type LSDs. Thank you.

​@@sikasabumotorchannel The car (BMW M5) has 500hp and 520Nm of torque. The engine torque is definitely enough to climb this hill. It may be that the driver would have to get on the accelerator more to get the LSD to start to lock. However, in this case, the LSD is working like an open differential, as if the car was rotating around the rear wheel with traction. All the power is going into the right rear wheel. The LSD has to encounter resistance to apply enough torque to the pinion and thus engage the clutch packs, especially if there is no preload. This is my understanding thus far, but I still don't understand the percentages properly.

Sorry, my last comment didn’t seem to answer your question. I’ll correct myself. It’s a bit complicated, so please watch my video 'Limited Slip Differential, How it Works (Revised Edition 2.0)' while reading this. Please pause the video around 4:00. We assume the preload of this LSD is 0. Because the right tire is slipping completely, the right side-shaft is rotating while the left side shaft is stationary. Since the preload is 0, the four pinions rotate and absorb the difference in rotation between the left and right side-shafts. It operates the same as an open differential. When the driver presses the accelerator and the engine torque increases, a rotational force is applied to the pressure ring in the direction of the red arrows, but since the right-side tire is completely slipping, no reaction force from the road is applied to the pinion shaft. In other words, the force in the direction of the brown arrow does not occur. As a result, the pinion shaft is pushed and rotated by the pressure ring without resistance, so the pressure ring does not expand, and the clutch does not engage, meaning the engine torque is not transmitted to the left side-shaft. Therefore, the car cannot move. If a certain amount of preload is set, the clutch will slightly engage, and engine torque will be applied to the left side-shaft, generating the force in the direction of the brown arrow. This will cause the pressure ring to expand, and the clutch will engage. However, I don't know the preload setting for the M5 in the video you shared. But it is likely to be a small preload value. Does this answer your question? Let me know your thoughts. Thank you.

Thank you for watching the video and for your comment. I did some research. Toyota refers to the 2NR-FKE engine as an Atkinson cycle engine. Because the engine has a compression ratio of 13.5 (depending on the market?), it is Miller cycle engine without super charger. Despite this, its output is comparable to that of an Otto cycle engine. This is just my guess, but I believe the 2NR-FKE engine operates on the Miller cycle only under low loads, while at higher loads (during starting, acceleration, or high-speed driving), it switches to the Otto cycle. I think this is why Toyota adopted the costly electric variable valve timing system (VVT-iE) for this 1.5L engine. By the way, based on my research, it seems the 2NR-FKE engine is not used in hybrid vehicles. Thank you,

@@sikasabumotorchannel I drove a JDM (Japanese Domestic Market) Corolla Axio of 2016 in my country Mauritius with the 2NR-FKE engine for 5 years, the body resembles the one you showed in the video, it was not an hybrid.

Yes. In the Japanese market, the non-hybrid Corolla Axio with the 2NR-FKM engine is still being sold. Oh, Mauritius! What a wonderful place you live in. I would love to visit it someday.

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well!!!

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well!!!

Thank you for watching the video and for your comment. With a mechanical LSD, if the locking rate could be set to 100%, the LSD would operate like the device in the image linked below. Therefore, torque would be distributed 50% to each side. drivelines.co.uk/2019/11/20/what-is-a-bevel-gearbox/ In an open differential, if one tire completely loses traction (for example, on hard ice or when it's lifted off the ground), 100% of the torque is sent to the tire. As a result, the car won't be able to start. In my area, it almost never snows or has icy roads, so I've never had any issues. But, one of my friend's cars got stuck on a sandy beach. He might have been better off buying a car with an LSD. Thank you,

動画をご覧くださいましてありがとうございます。 ご指摘ありがとうございます。 ポンプインペラーはなるべく多くのATFを掻き出すのが仕事なので、この回転方向で良いのかと思います。 メーカーの動画のリンクを貼りますので、よろしければご覧になってください。 株式会社ユタカ技研： www.yutakagiken.co.jp/ トルコンの動画：th-cam.com/video/0AQCUg_snU0/w-d-xo.html

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well. I use a very old 3D modeling application.

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well!!!

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well!!!

Thank you for watching the video and for your comment. If you liked it, please check out my other videos as well!!!

Thank you for watching the video and for your question. In my opinion, it is due to the difference in the proportion of software contributions to performance and issue occurrences. In ICEVs, the majority of performance is determined by mechanical components, whereas in BEVs, that proportion is much lower. Conversely, BEVs can significantly improve performance through software updates. The same goes for resolving issues. For minor issues, automakers might ignore them if they require expensive part replacements, but if they can be resolved with a software update, they are likely to implement it.

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Thank you for watching the video. In the Japanese market, Toyota has already introduced a 2.4L turbo engine + 6-speed AT parallel hybrid system. I provide a link to Toyota's Japanese site. toyota.jp/crowncrossover/?padid=from_carlineup_crowncrossover It is written in Japanese, so please translate it using your browser. This model is a NON-plug-in hybrid in the Japanese market. Thank you.

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I agree with your opinion 85%. They rushed the transformation despite the technology being incomplete.

​@@sikasabumotorchannel You only also briefly described battery longevity, which is likely not going to fail until at least 200,000 km. We will need to see how long battery packs last and if replacements will even be available for today's BEVs. That's my major concern. Good thing we are likely going to get better battery tech in three to four years' time.

Thank you for watching the video and for your comment. I’m not too worried about battery failures either, but I'm interested in the decrease in capacity. I think it varies greatly depending on the usage conditions. (primarily the number of fast charges） I'm also looking forward to the solid-state batteries that are said to be coming out in a few years. But, I have just one concern. Since the debut of the Nissan Leaf (the first modern EV) in 2010, battery engineers and automakers have been saying that “technological breakthrough in batteries will be made within a few years”. It's been 14 years.

​@@sikasabumotorchannelMaxell already has solid state batteries for medical equipment. Toyota and Samsung SDI plan 2027 mass production. I think by end of this decade, battery longevity will be near 16, if not 20 years. BEVs will be cost-effective. ICE easily lasts 20 years.

I agree with you. I believe that in 10 years, BEVs will have advanced significantly, and in 20 years, many drivers will choose them. But, I also hope that ICEs will remain, like analog records.

Thank you for watching the video. The function of applying brakes to slipping drive wheels is the same for both traction control and torque vectoring. But, traction control works to keep the car driving straight. Torque vectoring works to help the car turn more effectively. The control unit constantly monitors whether the car is driving straight or during cornering. If you’d like, please feel free to check out other videos as well.

Thank you for watching the video and for your comment. If you’d like, please feel free to check out other videos as well.

Thank you for watching the video and for your comment.

Thank you for watching the video and a comment. The video features VVEL and a type of MIVEC. Please follow the link below. th-cam.com/video/L4awG4V8XZc/w-d-xo.html

Thanks for watching video and comment!

Thanks for watching video and comment!

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Thank you for your comment. I will make a video titled "Various CVTs," which also includes manual operation someday.

Obrigado por assistir ao vídeo, e eu também agradeço.

I agree with that. Drivers pay extra (fuel costs and maintenance expenses) to be freed from manual gear shifts.

Thank you for watching my video and for subscribing. I appreciate it. I will continue to upload informative videos, so please look forward to them.