Farnborough wrote: ↑
Fri Apr 14, 2023 2:38 pm
The differential (open type) have the characteristics listed only when the load is equal in each route through.
That's the inherent limit of open diff, and why slip limited facility is incorporated.
This method uses the fault side of that principle to the dynamic advantage.
If you braked an axle through the pinion input, then all things being equal, those listed above attributes take place.
If you braked an axle through the pinion on a vehicle rolling downhill, then just lift one wheel (reduction in traction on that one only) then it will start to rotate backwards relative to the other wheel.
Now if the driver brakes hard with transmission as primary, rear of chassis rises, starts to roll, reduces inside wheel traction, the planet gears start to spin slowly to give the bias to braking effort across the axle.
MV has for a long time been different to many in braking phase. Performance in wet at Pau prior to F1. Torro Rosso down toward juncao Brazil (rear initiallylet go), pulling downshift to bring car straight again. Ditto in RB on that famous one coming up to pit entry area of track, downshift while letting the chassis pull itself straight instead of rotation into spin. Habitually using significant downshift in extremis, his driving style is facilitated by this element in power train.
Power train braking also gives anti lock too as it'll not usually bring wheel to standstill like a caliper and disc. Compare in car of braking phase to others, his words in Bahrain with reference to locking on downshift, also in jeddah I believe reference downshift too slow. Its a critical area of performance to his/their advantage as I see it. It's self modulating too, in it's distribution and depending on immediate chassis loading.