Jaki napęd mają 911-ki (996 i 997) w modelach Carrera 4, Carrera 4S, Targa 4, Targa 4S i Turbo ? Czy to jest Torsen lub coś podobnego ? Czy Haldex lub coś podobnego ? Wiem, że 911 Turbo (993) miała sprzęgło wiskotyczne i stały napęd na obie osie (z przewagą na tył). Teraz też jest z przewagą na tył, chyba 60/40 (standardowo). Ale co tam wkładają ? Jak to działa ?

Pytam sie, bo ostatnio wyczytałem że np. Audi R8 ma Haldex (tak jak A3, S3 i TT). Często firmy mają też swoje rozwiązania, jak xDrive w BMW (podobno bardzo dobry). No i Subaru oraz Mitsubishi w EVO ma AWD troche "nie standardowe", wg. własnego pomysłu.

Z tego co sie orientuje to 15% na przod.

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tyle znalazłem na stronach Porsche (sorry, ale po angielsku...). wyglada na to, że w zależności od sytuacji od min. 5% do 40% mocy przenoszone jest na przednie koła:

911 Carrera 4 / 4S
Four-wheel drive for even greater dynamic performance

Four-wheel drive with a viscous multiple-plate coupling conveys a minimum of 5 per cent of the engine’s power to the front wheels, increasing the transmission of power to the front to a maximum of 40 per cent where required. Clearly, this benefits in particular the car’s driving stability in bends as well as directional stability at very high speeds, not to mention traction on difficult, rough terrain.

All-wheel drive for extra driving dynamics

What you can only see from outside the driver really feels inside: Benefiting from four-wheel drive permanently conveying anything between 5 and 40 per cent of the engine’s drive power to the front wheels, the two coupés offer supreme balance and roadholding in bends all the way to the utmost limit, absolutely stable directional stability up to their top speed, and an even higher standard of all-round traction also on slippery road surfaces.

The central distribution of power in the Carrera 4 and Carrera 4S is provided by the viscous multiple-plate coupling. The front axle final drive, in turn, is fundamentally the same as on the former four-wheel-drive models, now however coming with a modified transmission ratio due to the larger tyres differing in size.

tutaj jeszcze trochę (nadal po angielsku). wygląda na to, że jest to własne rozwiązanie Porsche. Najlżejsza konstrukcja na świecie z rozwiązań 4x4 :

Porsche Traction Management
Modern Generation of All-Wheel Drive

Introducing the new 911 Turbo, Porsche is presenting the world's first high-performance sports car conveying its supreme power into dynamic performance through fully controlled PTM Porsche Traction Management all-wheel drive. Featured as standard, PTM combines the driving pleasure provided by a rear-mounted engine and rear-wheel drive typical of Porsche with even greater driving stability, traction, and agile handling.

To offer this supremacy on the road, PTM feeds exactly the right amount of engine power in each situation through a multiple-plate clutch to the front wheels, thus supplementing the flow of power to the rear wheels. Re-directing the flow of power within 100 milliseconds at the very most, PTM responds faster than the engine to a change in load and is also faster than the driver’s perception of any change in driving conditions. As a result, Porsche’s all-wheel-drive system is almost able to look and act ahead, which in practice means supreme agility on narrow country roads, excellent traction and a high standard of driving safety also in extreme manoeuvres at high speeds. Porsche Traction Management in the new 911 Turbo, featuring characteristics and qualities of this calibre, is among the most outstanding and, at the same time, the lightest all-wheel-drive systems in the market.

Five basic functions for all requirements

To meet these challenges in driving dynamics, PTM Porsche Traction Management comes with five essential basic functions:

• Standard distribution of torque and engine power: Under regular driving conditions, PTM distributes engine power with infinite variability between the front and rear axle as a func­tion of current, ongoing requirements. To do this, the system determines the need for engine power and torque on the front axle in millisecond cycles. Particularly at very high speeds, the driver will feel and benefit from a significant improvement of driving stability.

• Pre-loading: Monitoring typical parameters, PTM is able to detect dynamic changes in driving conditions at an early point in time and avoid wheel spin right from the start. When the driver starts the engine and sets off, for example, the system will determine how fast he is accelerating and pressing down the gas pedal. So even before the engine is able to translate this request for acceleration into actual torque conveyed to the wheels, PTM closes the multiple-plate clutch sufficiently to prevent the wheels from spinning to the greatest possible extent. This, in turn, means that all four wheels receive maximum drive power when setting off in the interest of optimum acceleration.

• Slip control: Due to its supreme torque, the new 911 Turbo may possibly reach the limit to traction on the rear axle when accelerating at speed on a wet surface. So here again, PTM intervenes to a higher degree, with the multiple-plate clutch feeding more torque and, as a result, more drive power to the front axle. The new 911 Turbo is the first model to monitor the car’s straight-ahead acceleration in this sophisticated manner.

• Oversteer control: Whenever the rear end of the car swerves to the outside in a bend on account of adverse circumstances such as wet leaves on the road, more power is fed to the front axle in order to stabilise the car. A further advantage of PTM is that it is able to consider the steering angle in sharing out power between the front and rear axles. So should the driver counter-steer with the car oversteering, PTM will adjust the flow of power to the front axle accordingly, stabilising the car even more quickly. The same effect is also provided by the next func tion.

• Understeer control: Should, conversely, the car tend to understeer with its front wheels “pushing" out of a bend, PTM will reduce the feed of engine torque and power to the front axle. Indeed, thanks to its sophisticated sensors, PTM responds in both cases before the driver even notices any instability. The result is quick and active stabilisation of the car in fast and dynamic bends, with Porsche Stability Management (intervention of the brakes on a specific wheel) not being required that often.

PTM also controls driving dynamics in the Cayenne

Introducing the Cayenne model series, Porsche has succeeded in combining outstanding power and torque, sporting and agile handling as well as excellent driving dynamics with superior performance also off the beaten track.

This is ensured to a large extent by Porsche Traction Management (PTM) featured as standard in the Cayenne, feeding 62 per cent of the engine's power to the rear and 38 per cent to the front wheels in the basic mode. Using a multiple-plate clutch operated by an electric motor and controlled electronically, the driver is able to vary the power split as required, if necessary even feeding 100 per cent of the engine's torque to the front or rear wheels.

Porsche Traction Management has a decisive influence on the entire driving dynamics of the Porsche Cayenne models. The map-controlled front-to-rear lock and the optionally available rear axle differential lock not only respond to lack of traction on the front or rear wheels, but also incorporate sensors within the PTM system measuring, say, the speed of the car, lateral acceleration, the steering angle and operation of the gas pedal, PTM thus determining the optimum lock on both axles and distributing the drive power actually required to the front and rear wheels.

PTM may therefore be compared with an intelligently networked system providing superior driving stability and safe lane change behaviour both at high speeds and when driving on snow and ice at moderate speeds.

This innovation offers a whole range of outstanding results:

• Excellent driving stability and traction in all situations, regardless of the frictional coefficient.

• Even more precise steering provided by the front-to-rear differential lock opening up to avoid any understeer effect.

• Better control when driving to the limit ensured by the front-to-rear differential.

• Enhanced directional stability and better road grip by operating the front-to-rear lock as required.

• Maximum traction by increasing locking action before the wheels start to spin.

Dokladnie to samo wyczytalem w naszych magazynach mot. W 911 normalny rozdzial mocy 4-96 maksymalnie 40-60 w Cayenne normalne warunki 38-62 maksymalnie 100 procent moze byc przekazane na jedna os. W obu przypadkach podzial jest realizowany przez wieloplytkowe sprzeglo wiskotyczne sterowane elektromechanicznie, czyli podobnie jak BMW-Audi jest wierne Torsenowi w werjach Quattro. Warto dodac skutecznosc jak osiaga Cayenne w rozdziale napedu- jedno kolo posiadajace przyczepnosc w terenie jest w stanie "otrzymac" ponad 16tys Nm kiedy konkurencyjny ML osiaga tylko ok 6 tys Nm.