How AWD works on a Nissan GTR (technical explanation and power flow)

Just me and my garage trying to show you how a Nissan GTR all wheel drive system works. Feel free to ask questions in the comments. Not all of my math is accurate. I like to use rough numbers to describe things. Final drive is 3.7 in a gtr. I was close

[@jokeer14]

Bro, is that a leg cast? What a legend of a community we have!!

[@carlochong8095]

Just came from Nissan Global Headquarters showroom Yokohama Japan. There is an R35 Premium Midship platform cutaway on display. Parts on a bench sure does make it easier to understand. Still a little lost in the sauce, but that's what research is for.

[@vladdutz20]

That "viscous clutchpack" for the front driveshaft that runs from the rear transmission to the front differential is actually electromagnetically actuated with a ball ramp mechanism pressed by energising a solenoid.
It is not a viscous unit like a subaru VCD system because the clamping force is applied by mechanical force which is in it's turn generated electromagnetically by that ball ramp.
The exact same concept is used on the Yaris and Corolla GR clutchpacks or Mazda CX90.
Thr system was invented by the manufacturer of this transmission, Borg Warner and it is called Torque on Demand as a marketing term, but it was first implemented on longitudinal awd transfer cases from Ford in the 90's under the name ControlTrac
So in the end it is not filled with a magnetorheological fluid like magneride system for the dampers
True viscous couplings use shear plates that agitate a siliconic fluid that heats up and expands generating friction between those discs that don't have direct contact between themselves.
The gtr coupling uses the electromagnetic ball ramp because it is proactive, whereas a viscous unit is always reactive, it locks after the skidding event,not before it
And it's precision is better than the one generated by a hydraulic clutchpack
Magnetorheological fluid changes its viscosity based on the magnetic field generated by a solenoid and that variable viscosity affects fluid flow through a static valve body, whereas in a variable damper with servo valves you have the same viscosity in the fluid but you change damping force by varying the section of the valve hole that the oil runs through
In other words magnetorheological fluid cannot change and apply friction based viscosity to a multiplate clutchpack

[@edisonsadventure4633]

Awesome video, excellent information

[@Mikey6048]

I love learning everything I can about my car. Thanks man!

[@SetaPhay]

Thanks you so much, I learned a lot about the transmission.. I have 2017 GTR and I have to replace my solenoid..

[@joshfrm500]

I have to replace solenoid A on my GTR do you if solenoid A is located on main valve body?

[@leroybrown505]

Good info

[@michaelsapinoso3270]

Hello sir what name for sensor between of two drive shaft near electromagnetic as you mention we have 5000 series gtr here that sensor is leaking Thanks and God bless

[@Jonny_trans]

I believe it’s a Hall effect sensor. It’s been awhile since

[@connorwhelan3403]

hows the foot champ

[@johnwick5918]

The clutch pack look like the dccd controller of an sti

[@jsquared1013]

Very similar functions

[@FBombBaggers]

How many of the GTR trans hav4 you Done?

[@Jonny_trans]

4

[@shaunrs200st]

Hi, is it possible to adapt this for use on the front of the car for a rear engine set up

[@Jonny_trans]

Personally I don’t think that would be possible.

[@tilekt4248]

Somebody, please, get this man a pair of safety boots.