The Complexities of the GTR's All-Wheel Drive System

As we dive into the intricacies of the Nissan GTR's all-wheel drive system, it becomes clear that this is no ordinary setup. The system consists of multiple clutches and shafts, each playing a crucial role in distributing power to the front and rear axles. Let's start by examining the clutch packs used for gears two, four, and six.

The clutch pack used for gears two, four, and six is a critical component in this system. This clutch pack will pass power from one gear to another, allowing the driver to seamlessly transition between gears. The clutch pack is also capable of clamping down to send more power to the front axle, which helps with traction and stability at high speeds.

Moving on to the lay shaft, we see that it's a complex component that requires multiple shafts and different gearing to efficiently distribute power. The system is designed to send power from first gear to this clutch pack, which then rotates the rear differential. This setup allows for almost 100% power distribution to the rear axle, making it an attractive option for drivers who want to maximize their traction.

However, this all-wheel drive system also includes a crucial element: the clutch pack that connects with the front axle drive shaft. This clutch pack is capable of sending more power to the front axle, allowing for a 50/50 split between the front and rear axles. The clutch pack can be adjusted by varying its pressure, which enables drivers to change the torque distribution on the fly.

One of the key benefits of this system is its ability to adapt to different driving situations. By monitoring parameters such as speed, steering angle, and yaw rate, the system can adjust the power distribution to maintain optimal traction and stability. This means that if one wheel starts to slip, the system can quickly send more power to the other axle or adjust the clutch pack pressure to prevent oversteer.

The system's predictive versus actual capabilities make it incredibly sophisticated. By analyzing data from sensors such as yaw rate and steering angle, the system can predict potential issues before they become a problem. This allows for optimal performance and safety at all times.

It's also worth noting that this system is similar to many all-wheel drive systems used in production vehicles today. However, by sending power initially to the rear axle, the GTR system offers unique advantages, such as improved weight distribution and reduced center of gravity.

A Visit to NOLA Motorsports Park

Recently, I had the opportunity to test out the Nissan GTR at NOLA Motorsports Park. It was an exhilarating experience that allowed me to see this all-wheel drive system in action. The track's varied layout and challenging corners provided the perfect environment for evaluating the GTR's performance.

The full comparison of the GTR with other high-performance vehicles, including the Ferrari 458, Porsche GT3, and Lamborghini Giardello, can be found in the video description. If you're interested in learning more about these incredible machines or getting behind the wheel yourself, check out the link for Extreme Experience.

If you have any questions or comments about the GTR's all-wheel drive system or your experience with this vehicle, feel free to leave them below.

"WEBVTTKind: captionsLanguage: enhello everyone and welcome in this video we're going to be talking about how the all-wheel drive system in the nissan gt-r works and thanks to extreme experience i actually got to test out the nissan gt-r on a track so looking at the nissan gtr all-wheel drive system i've kind of simplified it here but ultimately it's going to kind of look like this where you have the engine up front it's going to have a drive axle sending it back to the transmission which is mounted in the rear and then that's going to have another drive axle which will pass back up to the front and power the front wheels and so if you put the right number of words in order this is the first of its kind so like front engine uh rear transaxle independent all-wheel drive rear biased something or another system but anyways the point is is that it's a rear bias system and it sends most of its power to the back and then it can choose whether or not it wants to send power to the front and so here's kind of a demonstration of what this may look like now i don't know what the inside of this trans xl actually looks like but this is a simple explanation to kind of see how it works and understand how the torque distribution of this vehicle works so you've got your engine up front and here we have our split so you've got you know a long drive axle there but it's going to send that back to a dual clutch transmission so here you can see uh the clutch which is used for the gears one three and five and then here's the clutch used for gears two four and six and then we have this lay shaft here and honestly this will probably be multiple shafts and you know some different gearing in order to send that power out but regardless i've just simplified it so it's easy to understand so you've got your power coming in let's say we're in first gear it's going to clamp down on this first clutch that's going to pass from first gear to this gear here and that's going to rotate this so as this rotates that's going to rotate this rear differential and so uh in the back it has a 1.5 way mechanical limited slip differential and so as you can see uh in that scenario if this clutch pack were not engaged you'd be sending pretty much all of the power to the rear wheel so it has a capability of sending almost 100 percent you're gonna have a little bit you know through this clutch pack but essentially sending 100 of the power to the rear axle then on the other side of this we have this clutch pack here which connects with this axle drive shaft which is going to the front axle and so here you've got this clutch pack and if that clamps down now you have power and you've got a 50 50 split going to the front and the rear and so you can vary that pressure of that clutch pack to vary the torque distribution and so the power that gets sent up front goes through an open differential and then it's split between the two sides now you can of course use the brakes here to mimic an lsd and things like that tricky software things but essentially you've got the open in the rear 1.5 in the back and then you have this clutch pack which is capable of sending more power to the front so this is very similar to a lot of all-wheel drive systems out there except it's sending power initially to the rear axle rather than the front axle and there's a lot of advantages to doing that but the reason they put it in the back mostly was for a weight distribution so they got a low center of gravity in the rear and they've got a nice even weight distribution with a lot of that weight held at the back so you know as i mentioned a lot of this comes down to software and that's how the real advantage of this system comes about so you know you're going to be varying the torque distribution from 0 to 100 to 50 50 and you're going to be changing this based on different parameters so speed for example if you're going really fast and for example in a straight line you probably don't need to send much power to the front wheels so it won't have this engaged lateral acceleration if you're going around the corner really heavily and you're going to give it more throttle well it's probably going to make it oversteer so and you know it'll realize that and send more power to the front same with steering angle if you've got a really heavy steering angle it's probably going to want to send a little bit more power to the front if you're giving it a lot of throttle so that you maintain grip and don't just over steer if you're going in a straight line you know can just send power just to the rear so that you don't need to waste any of that energy especially at higher speeds tire slips so if one of these wheels starts to slip obviously you can send power to the other axle road surface if it's super bumpy it may you know start to lock that up and then also it looks at yaw rate and so here it uses predicted versus actual so it's going to look at your steering angle it's going to look at your speed and it's going to say okay what is our predicted yaw rate and what is our actual yaw rate with the yaw sensor on there and if those two differ it will you know manage this clutch pack in order to manage the torque distribution front to rear so it is a pretty clever system um you know and what's cool about it is that you're basically able to send all of the power to the rear which allows for a lot of dynamic advantages of course a huge thank you to extreme experience for having me out to nola motorsports park to test out the gtr in an environment where it could actually be used to its full potential it's without a doubt one of the fastest cars for the money yet it was quite surprising how much different it felt at the limit in comparison to the ferrari 458 porsche gt3 and lamborghini giardo for the full comparison check out the link in the video description and also check out the link for extreme experience so you too can get behind the wheel of these insane vehicles hopefully at a track near you if you have any questions or comments feel free to leave them below thanks for watchinghello everyone and welcome in this video we're going to be talking about how the all-wheel drive system in the nissan gt-r works and thanks to extreme experience i actually got to test out the nissan gt-r on a track so looking at the nissan gtr all-wheel drive system i've kind of simplified it here but ultimately it's going to kind of look like this where you have the engine up front it's going to have a drive axle sending it back to the transmission which is mounted in the rear and then that's going to have another drive axle which will pass back up to the front and power the front wheels and so if you put the right number of words in order this is the first of its kind so like front engine uh rear transaxle independent all-wheel drive rear biased something or another system but anyways the point is is that it's a rear bias system and it sends most of its power to the back and then it can choose whether or not it wants to send power to the front and so here's kind of a demonstration of what this may look like now i don't know what the inside of this trans xl actually looks like but this is a simple explanation to kind of see how it works and understand how the torque distribution of this vehicle works so you've got your engine up front and here we have our split so you've got you know a long drive axle there but it's going to send that back to a dual clutch transmission so here you can see uh the clutch which is used for the gears one three and five and then here's the clutch used for gears two four and six and then we have this lay shaft here and honestly this will probably be multiple shafts and you know some different gearing in order to send that power out but regardless i've just simplified it so it's easy to understand so you've got your power coming in let's say we're in first gear it's going to clamp down on this first clutch that's going to pass from first gear to this gear here and that's going to rotate this so as this rotates that's going to rotate this rear differential and so uh in the back it has a 1.5 way mechanical limited slip differential and so as you can see uh in that scenario if this clutch pack were not engaged you'd be sending pretty much all of the power to the rear wheel so it has a capability of sending almost 100 percent you're gonna have a little bit you know through this clutch pack but essentially sending 100 of the power to the rear axle then on the other side of this we have this clutch pack here which connects with this axle drive shaft which is going to the front axle and so here you've got this clutch pack and if that clamps down now you have power and you've got a 50 50 split going to the front and the rear and so you can vary that pressure of that clutch pack to vary the torque distribution and so the power that gets sent up front goes through an open differential and then it's split between the two sides now you can of course use the brakes here to mimic an lsd and things like that tricky software things but essentially you've got the open in the rear 1.5 in the back and then you have this clutch pack which is capable of sending more power to the front so this is very similar to a lot of all-wheel drive systems out there except it's sending power initially to the rear axle rather than the front axle and there's a lot of advantages to doing that but the reason they put it in the back mostly was for a weight distribution so they got a low center of gravity in the rear and they've got a nice even weight distribution with a lot of that weight held at the back so you know as i mentioned a lot of this comes down to software and that's how the real advantage of this system comes about so you know you're going to be varying the torque distribution from 0 to 100 to 50 50 and you're going to be changing this based on different parameters so speed for example if you're going really fast and for example in a straight line you probably don't need to send much power to the front wheels so it won't have this engaged lateral acceleration if you're going around the corner really heavily and you're going to give it more throttle well it's probably going to make it oversteer so and you know it'll realize that and send more power to the front same with steering angle if you've got a really heavy steering angle it's probably going to want to send a little bit more power to the front if you're giving it a lot of throttle so that you maintain grip and don't just over steer if you're going in a straight line you know can just send power just to the rear so that you don't need to waste any of that energy especially at higher speeds tire slips so if one of these wheels starts to slip obviously you can send power to the other axle road surface if it's super bumpy it may you know start to lock that up and then also it looks at yaw rate and so here it uses predicted versus actual so it's going to look at your steering angle it's going to look at your speed and it's going to say okay what is our predicted yaw rate and what is our actual yaw rate with the yaw sensor on there and if those two differ it will you know manage this clutch pack in order to manage the torque distribution front to rear so it is a pretty clever system um you know and what's cool about it is that you're basically able to send all of the power to the rear which allows for a lot of dynamic advantages of course a huge thank you to extreme experience for having me out to nola motorsports park to test out the gtr in an environment where it could actually be used to its full potential it's without a doubt one of the fastest cars for the money yet it was quite surprising how much different it felt at the limit in comparison to the ferrari 458 porsche gt3 and lamborghini giardo for the full comparison check out the link in the video description and also check out the link for extreme experience so you too can get behind the wheel of these insane vehicles hopefully at a track near you if you have any questions or comments feel free to leave them below thanks for watching\n"