BMW's fancy DPC Diff.. usable in motorsport?

[Zico]

Looks like the transport/cars/driving section of the forum has dissapeared so I'll post it here..

How much of an advantage would this type of diff be on the track.. it sounds great, all the advantages of maximum mechanical grip and power vectoring albiet with an aprox 25lb weight penalty.

"Dynamic Performance Control switches power between the left and right rear wheels to stabilise the vehicle within milliseconds and help increase traction and lateral acceleration. Handling is lighter and more precise during normal as well as difficult driving conditions.How Dynamic Performance Control works can best be described in canoeing terms: if you want to turn right when canoeing in the main current, you can brake using the paddle on the right side of the canoe. This is how most common electronic stability programs work. Alternatively, you could use the paddle powerfully on the left side of the canoe in order to have more control in progressing forwards and turning right. This is the principle behind Dynamic Performance Control.It links the standard rear differential with a mechanical planetary gear set and an electronically controlled multi-plate clutch for each rear wheel. Its mechatronical system combines informatics, electronics and mechanics to process complex data such as the yaw rate, wheel speeds, steering angle and engine torque so that it can react immediately: when required, the system ensures that drive power distribution to the rear wheels can be freely varied and increased on either side as needed. The power distribution can also be displayed on the onboard computer.Dynamic Performance Control increases directional stability when accelerating out of bends and provides the driver with extra support when dealing with difficult driving conditions. Before under- or oversteer can take place, lateral guided force is used to keep the vehicle on track. Precise steering significantly increases driving comfort and safety.Dynamic Performance Control is also effective when the vehicle is coasting - when the driver removes their foot from the accelerator - or when they have pressed the clutch pedal. If the rear wheels are on different types of surfaces, Dynamic Performance Control improves traction by supplying more drive power to the wheel with more grip. A wheel torque difference of up to 1,800 Nm can be actively created between the left and right rear wheels. This increases driving stability and allows for much faster acceleration.As a logical progression to the xDrive all-wheel drive system, Dynamic Performance Control can be matched to all drive concepts and engines. Whereas xDrive variably controls the power distribution between the front and rear axles, Dynamic Performance Control intelligently distributes power between the two rear wheels. This results in precise handling whatever the driving conditions."



What would its practicality be in the real world?.... should we expect to see it in future M cars?... and what other diffs similar to this have been used succesfully in motorsport?

http://www.truveo.com/BMW-Dynamic-Pe.../id/3906521958

[veeten]

The most likely place in racing would have to be in Sportscar/Prototype, as most other kinds have put such ideas out of their technical regs. F1, most definately, won't have that as it comes closer to that of 'traction control' than anything else.

Either a GT2 or LMP1 will be equipped with such as when a racing varient is arrived at.

[Zico]

The most likely place in racing would have to be in Sportscar/Prototype, as most other kinds have put such ideas out of their technical regs. F1, most definately, won't have that as it comes closer to that of 'traction control' than anything else.

Either a GT2 or LMP1 will be equipped with such as when a racing varient is arrived at.

Re- F1, yep it certainly wouldnt be legal but wouldn't it be more because its an active diff... of a kind?

Im sure I read about the japs developing a similar type diff a few years ago.. cant seem to find any trace of it on the net now tho..

Ferrari's E-diff on the F430 Scudiera was what enabled it to be able to beat the Enzo round Ferraris test track.. but this is another further massive step .. seems to be the holy grail of diffs, be interesting to see how much better it can make the M3.

[Mark]

I guess rallying might be the place where you are most likely to see it?

Track racing has moved away from the technological development era of the 80's and 90's and is now very much going back to basics, so trick stuff like this definitely won't be allowed when things like ABS (which is on most road cars) is not.

[Rani]

and what other diffs similar to this have been used succesfully in motorsport?

Weren't the active diffs recently outlawed from the WRC pretty similar in effect?
I remember reading about them being hydraulic, though.
On the mechanical side of things I guess the Zexel Torsen comes the closest, only it doesn't apply torque to the outer wheel in order to rotate the car, of course. Used to drive Humvees in the army and the Torsen worked great when each side was on a different type of surface.

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[Zico]

Ive been informed elsewhere that its nothing more than an electically controlled active rear diff similar to Ferraris E-diff... with a fancy name and the usual manufacturers marketing jargon, basically the very thing thats been outlawed in WRC and F1 etc etc..