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20498

Notre différence nous amène à nous dépasser

Quand on aspire à devenir un leader, il faut savoir être précurseur. On ne devient chef de file qu'en se positionnant au premier rang. Et pour s'améliorer, il faut oser se dépasser. Nous perfectionnons notre technologie de traction intégrale symétrique depuis plus de quarante ans. Cette vaste expérience nous a permis de développer une gamme de véhicules offrant le plus large éventail de systèmes de traction intégrale sur le marché. Nous prenons au sérieux la traction intégrale, car nous savons que quatre roues motrices valent mieux que deux, quand l'objectif est de rendre les voitures plus sécuritaires, plus compétentes et plus agréables à conduire, quelles que soient les conditions.

Deux roues motrices, traction intégrale temporaire, traction intégrale permanente :

une affaire de traction, de contrôle et de confiance

La traction est un élément déterminant dans la qualité d'accélération d'un véhicule, son comportement en virage et en pente, sa rapidité en freinage et sa performance sur les surfaces inégales ou glissantes. Il est essentiel d'obtenir un maximum de traction si on veut optimiser la performance d'un véhicule, sa maniabilité et sa sécurité dans une foule de conditions. Voici quelques facteurs qui expliquent pourquoi quatre roues valent mieux que deux dans cette perspective - et pourquoi la traction intégrale symétrique à prise constante Subaru est un meilleur système à quatre roues motrices.

Bien que le mécanisme à deux roues motrices (2RM) puisse être une traction ou une propulsion, c'est la traction avant qu'on retrouve le plus souvent sur les voitures de tourisme et qui est la moins coûteuse à produire. Sa force réside dans les conditions de conduite normales, lorsque les roues avant suffisent à gérer les demandes pour des virages en douceur et des accélérations modérées. Quand les demandes s'intensifient, les faiblesses des rouages de traction avant deviennent vite évidentes :

  • Lors d'accélérations fortes, le transfert de poids provoque un soulèvement du nez du véhicule, ce qui peut entraîner un effet de braquage dû au couple et une perte de traction;
  • Dans les virages, les véhicules à traction avant ont une propension au sous-virage : le conducteur tourne le volant dans le sens du virage, mais le braquage qui sollicite fortement les roues et la livraison de puissance inefficace peuvent entraîner une perte de traction et de stabilité, une prise de virage moins directe;
  • Dans des conditions glissantes ou instables, la traction avant est parfois très éprouvée puisque ce sont les roues avant qui doivent fournir la puissance, négocier les virages et freiner - il y a donc moins de traction disponible.
  • Résultat : Le système d'entraînement et le véhicule sont fondamentalement déséquilibrés la plupart du temps.

Un système de traction intégrale temporaire (sur demande) fonctionne la plupart du temps avec deux roues motrices (2RM) (traction avant sur la majorité des véhicules) et passe automatiquement à la traction intégrale quand les conditions l'exigent. Ce type de système excelle dans les conditions de conduite normales, quand les roues sont moins sollicitées. Toutefois, dès que les conditions exigent que de la puissance soit acheminée aux autres roues, certains défis se posent :

  • Le mécanisme de partage de puissance du système AWD temporaire se limite généralement à vous aider à démarrer lorsque vous tentez d'accélérer dans des situations où l'adhérence est réduite;
  • Lorsque vous roulez à grande vitesse dans des conditions glissantes ou sur une route très longue et sinueuse, le système sur demande peut éprouver de la difficulté à s'adapter aux circonstances sans cesse changeantes;
  • Si les conditions changent subitement, le système sur demande pourrait ne pas réagir assez rapidement pour éviter le danger.
  • Résultat : Ce type de système d'entraînement est lui aussi typiquement déséquilibré et la traction intégrale est réservée aux conditions où elle est le plus utile.

Si les systèmes de traction intégrale temporaires (ou sur demande) réagissent uniquement aux pertes d'adhérence, les mécanismes de traction intégrale permanente sont pour leur part toujours en fonction et en action, ce qui en fait la solution la plus efficace et la plus sûre dans toutes les conditions imaginables. Ce genre de système est aussi particulièrement efficace pour composer avec les conditions imprévisibles, dans les moments où une réaction immédiate s'impose. Voici quelques différences qui font de la traction intégrale permanente le meilleur choix :

  • La traction intégrale permanente maximise la traction disponible dès le départ en acheminant la puissance aux quatre roues et en conservant la puissance lorsque les conditions de la chaussée se détériorent - cela assure un niveau élevé de contrôle, de stabilité et de confiance;
  • Même dans les conditions de conduite normales, il y a moins de puissance acheminée à chaque roue individuelle par comparaison à la traction avant ou à la traction intégrale temporaire (sur demande), de sorte que les roues sont moins susceptibles de patiner et de perdre leur adhérence;
  • La traction intégrale permanente offre l'avantage supplémentaire de réagir instantanément aux changements de traction ou de direction;
  • Les plus récents systèmes de traction intégrale permanente sont plus légers, efficaces et fiables qu'auparavant - le système de traction intégrale symétrique à prise constante Subaru illustre à merveille cette règle.
  • Résultat : Un système d'entraînement fondamentalement mieux équilibré et plus sûr, procurant plus de plaisir et de confiance au volant.

Deux roues motrices (traction avant)

Bien que le mécanisme à deux roues motrices (2RM) puisse être une traction ou une propulsion, c'est la traction avant qu'on retrouve le plus souvent sur les voitures de tourisme et qui est la moins coûteuse à produire. Sa force réside dans les conditions de conduite normales, lorsque les roues avant suffisent à gérer les demandes pour des virages en douceur et des accélérations modérées. Quand les demandes s'intensifient, les faiblesses des rouages de traction avant deviennent vite évidentes :

  • Lors d'accélérations fortes, le transfert de poids provoque un soulèvement du nez du véhicule, ce qui peut entraîner un effet de braquage dû au couple et une perte de traction;
  • Dans les virages, les véhicules à traction avant ont une propension au sous-virage : le conducteur tourne le volant dans le sens du virage, mais le braquage qui sollicite fortement les roues et la livraison de puissance inefficace peuvent entraîner une perte de traction et de stabilité, une prise de virage moins directe;
  • Dans des conditions glissantes ou instables, la traction avant est parfois très éprouvée puisque ce sont les roues avant qui doivent fournir la puissance, négocier les virages et freiner - il y a donc moins de traction disponible.
  • Résultat : Le système d'entraînement et le véhicule sont fondamentalement déséquilibrés la plupart du temps.

Traction intégrale temporaire

Un système de traction intégrale temporaire (sur demande) fonctionne la plupart du temps avec deux roues motrices (2RM) (traction avant sur la majorité des véhicules) et passe automatiquement à la traction intégrale quand les conditions l'exigent. Ce type de système excelle dans les conditions de conduite normales, quand les roues sont moins sollicitées. Toutefois, dès que les conditions exigent que de la puissance soit acheminée aux autres roues, certains défis se posent :

  • Le mécanisme de partage de puissance du système AWD temporaire se limite généralement à vous aider à démarrer lorsque vous tentez d'accélérer dans des situations où l'adhérence est réduite;
  • Lorsque vous roulez à grande vitesse dans des conditions glissantes ou sur une route très longue et sinueuse, le système sur demande peut éprouver de la difficulté à s'adapter aux circonstances sans cesse changeantes;
  • Si les conditions changent subitement, le système sur demande pourrait ne pas réagir assez rapidement pour éviter le danger.
  • Résultat : Ce type de système d'entraînement est lui aussi typiquement déséquilibré et la traction intégrale est réservée aux conditions où elle est le plus utile.

Traction intégrale permanente ou à prise constante

Si les systèmes de traction intégrale temporaires (ou sur demande) réagissent uniquement aux pertes d'adhérence, les mécanismes de traction intégrale permanente sont pour leur part toujours en fonction et en action, ce qui en fait la solution la plus efficace et la plus sûre dans toutes les conditions imaginables. Ce genre de système est aussi particulièrement efficace pour composer avec les conditions imprévisibles, dans les moments où une réaction immédiate s'impose. Voici quelques différences qui font de la traction intégrale permanente le meilleur choix :

  • La traction intégrale permanente maximise la traction disponible dès le départ en acheminant la puissance aux quatre roues et en conservant la puissance lorsque les conditions de la chaussée se détériorent - cela assure un niveau élevé de contrôle, de stabilité et de confiance;
  • Même dans les conditions de conduite normales, il y a moins de puissance acheminée à chaque roue individuelle par comparaison à la traction avant ou à la traction intégrale temporaire (sur demande), de sorte que les roues sont moins susceptibles de patiner et de perdre leur adhérence;
  • La traction intégrale permanente offre l'avantage supplémentaire de réagir instantanément aux changements de traction ou de direction;
  • Les plus récents systèmes de traction intégrale permanente sont plus légers, efficaces et fiables qu'auparavant - le système de traction intégrale symétrique à prise constante Subaru illustre à merveille cette règle.
  • Résultat : Un système d'entraînement fondamentalement mieux équilibré et plus sûr, procurant plus de plaisir et de confiance au volant.

Traction intégrale permanente = Avantages permanents

Traction intégrale symétrique

Plus de confiance = Plus de plaisir au volant

Quand la puissance est acheminée aux quatre roues, un véhicule bénéficie d'une meilleure adhérence, d'une maniabilité plus prévisible, d'une agilité supérieure et d'un contrôle accru. Ces avantages se traduisent par un lien plus solide entre la route et la voiture, un plus grand sentiment de confiance pour le conducteur et un plaisir contagieux au volant. La traction intégrale symétrique à prise constante Subaru répond à la promesse « Confiance et évolution » en toutes saisons, sur toutes les routes, particulièrement les plus tortueuses et difficiles.

Traction intégrale symétrique

Plus de traction + plus de stabilité = Plus de sécurité

La traction intégrale symétrique à prise constante de Subaru agit en permanence, comme son nom l'indique. Elle est donc mieux adaptée aux circonstances imprévues. Elle achemine la puissance aux quatre roues de manière équilibrée, créant une stabilité accrue et bénéficiant d'une plus grande adhérence, surpassant à chaque fois les rouages à traction avant ou les systèmes de traction intégrale temporaires (sur demande). Même lorsqu'une seule roue franchit une surface glissante ou instable, les quatre roues conservent leur motricité afin de maximiser toutes les possibilités d'adhérence et d'accroître le niveau de contrôle.

Traction intégrale symétrique

Capacités tout-terrain, en toutes conditions = Plus de liberté

À tout coup, la pluie, le grésil, la neige et le verglas sont susceptibles de compromettre même les plans les mieux échafaudés. Heureusement, la traction intégrale symétrique à prise constante Subaru a la capacité de triompher des conditions de conduite difficiles, y compris les chemins de gravier et les sentiers plus raboteux, où n'oseraient jamais s'aventurer les conducteurs de véhicules à traction avant ou à traction intégrale temporaire (sur demande).

Traction intégrale symétrique

Conception plus intelligente = meilleure économie + durabilité accrue

Certains systèmes de traction intégrale sont jugés trop complexes, n'étant ni fiables ni économiques. Cependant, ces critiques concernent davantage les systèmes à quatre roues motrices propres aux camions - et un rouage 4RM n'est pas comme une traction intégrale. La traction intégrale symétrique à prise constante Subaru n'est pas non plus un rouage intégral ordinaire. Le moteur est aligné dans l'axe du système d'entraînement afin d'acheminer la puissance aux quatre roues directement et efficacement, sans qu'il ne soit nécessaire d'ajouter des composantes. Cette conception mieux réfléchie, utilisant moins de composantes, se traduit par une complexité réduite, une durabilité accrue, un meilleur rendement énergétique (comparable à celui d'une traction avant pour la plupart des modèles) et des coûts d'entretien réduits.

Pourquoi la symétrie fait toute la différence

Alors que certains constructeurs n'ont fait que greffer la traction intégrale à des modèles existants, Subaru a conçu dès le départ un système complet, dont toutes les composantes ont été pensées en fonction de la traction intégrale. Le moteur, la transmission et le différentiel central sont compacts, efficaces et alignés le long de l'axe central du véhicule pour un équilibre latéral frôlant la perfection, une production de puissance fluide et une meilleure stabilité, surtout dans les virages.

Comment arriver à l'équilibre presque parfait

Nous commençons par un moteur à cylindres opposés horizontalement (de type « boxer ») avec un court porte-à-faux, qui fournit une meilleure agilité. Son profil plat favorise un centre de gravité abaissé et est garant d'une conduite plus aplombée, d'une meilleure maniabilité et d'une stabilité rehaussée.

Ce moteur est compact et léger. Il est jumelé à une transmission compacte et légère. Et ces deux éléments sont assortis à un différentiel compact et léger.

On dispose l'ensemble moteur/transmission/différentiel longitudinalement, dans l'axe central du véhicule, de façon à rehausser l'efficacité et à obtenir un équilibre latéral optimal.

Cet ensemble est ensuite placé au-dessus de l'essieu avant pour que le nez du véhicule soit moins lourd, de manière à réduire l'effet de plongée lors de freinages brusques et à diminuer l'effet de lacet, c'est-à-dire la tendance de rotation d'un véhicule autour de son axe vertical.

On ajoute une suspension indépendante, à grand débattement, avec arbres de roues d'égale longueur, à l'avant et à l'arrière, pour éliminer le braquage dû au couple et maximiser le contact des pneus avec la route, quelles que soient les conditions routières.

Traction intégrale symétrique

Les systèmes de traction intégrale Subaru

Pour tout dire, un seul système convient rarement à tous les besoins. C'est pourquoi Subaru offre un éventail de systèmes de traction intégrale symétrique à prise constante, qui se répartissent en quatre grandes catégories. Chaque système est conçu et calibré pour s'adapter aux particularités du véhicule et du conducteur :

Traction intégrale avec différentiel central à visco-coupleur

Ce système est utilisé sur tous les modèles équipés d'une transmission manuelle, hormis la WRX STI. Il allie des passages rapides et sportifs à un système de traction intégrale qui maximise l'adhérence disponible en tout temps. Ce système utilise une configuration efficace, avec un différentiel central autobloquant à visco-coupleur qui conserve un partage de couple de 50/50 entre l'avant et l'arrière, assurant une répartition optimale du couple, une maniabilité presque neutre et une performance aplombée.

Traction intégrale à répartition active du couple

Ce système emploie un embrayage à disques multiples qui maintient un partage de 60/40 entre l'avant et l'arrière et fait appel à divers capteurs pour moduler automatiquement et instantanément la répartition du couple selon les conditions, afin de créer une maniabilité prévisible. Le système de traction intégrale à répartition active du couple, qui équipe tous les modèles Subaru (à l'exception de la WRX) munis de la transmission à variation continue Lineartronic® (CVT), met l'accent sur la facilité d'utilisation, l'efficacité énergétique et la fiabilité.

Traction intégrale à distribution variable du couple

Couplé à la boîte CVT Sport Lineartronic® et exclusif à la WRX, ce système de traction intégrale conjugue performance sportive et efficacité supérieure. Le différentiel central module le partage du couple entre l'avant et l'arrière dans une proportion allant de 45/55 dans les conditions normales (pour une sensation de propulsion plus sportive) à 50/50 quand la météo tourne au pire ou quand les conditions routières se détériorent (pour un maximum de traction). Le différentiel arrière autobloquant à visco-coupleur maintient la stabilité lorsque davantage de couple est acheminé au train arrière, assurant une parfaite combinaison d'équilibre et de plaisir.

Traction intégrale avec différentiel central sur demande (DCCD)

En sa qualité de bolide de pure performance, il est naturel que la Subaru WRX STI s'équipe du nec plus ultra en matière de traction intégrale haute performance. Le DCCD permet au conducteur de régler le verrouillage du différentiel central (un mode manuel et trois modes automatiques), de manière à varier le partage du couple entre les trains avant et arrière, dans un rapport allant de 41/59 à 50/50, selon l'humeur du conducteur et les conditions. Ce système de traction intégrale comprend également un différentiel hélicoïdal à l'avant et un différentiel sensible au couple TORSEN® à l'arrière, et profite d'une configuration à trois différentiels tout à fait unique dans l'industrie.

Découvrez les modèles qui s'équipent de série de la
traction intégrale symétrique à prise constante Subaru.

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