Talk:ATTESA

message: The Infiniti M35x and the G35x has the ATTESA.
And the Skyline GT-R has the ATTESA
I think those newer ones would have the ATTESA-ETS system in em ;-) --203.118.135.21 15:20, 27 June 2006 (UTC)
thread_title:  ATTESA 

message: This system is overrated. It does what alot of other AWDs do. CJ DUB 17:25, 8 May 2006 (UTC)
thread_title:  Overrated 

message: Doesn't this description match the ATTESA-ETS system?
The ATTESA system in this layout varies engine torque to the four drive wheels from a 0/100:Front/Rear all the way up to and including a 50/50 split of power. Rather than locking the AWD in all the time or having a system that is "all or nothing", the Attesa system can apportion different ratios of torque to different wheels as it sees fit. This provides the driver with an AWD vehicle that performs like a rear wheel drive vehicle in perfect conditions and can recover control when conditions aren't as perfect.
I was under the impression that the ATTESA system is AWD all of the time.
However, in the wet I am able to slide the back end of my Bluebird Attesa out by force of the rear wheels but that could be due to the back wheels being able to spin independant of the front wheels.  I know this from pinning the front wheels and spinning the back wheels on a slippery surface however have been told this is bad for the centre diff/transfer case.
http://nissanbluebird.8.forumer.com/viewtopic.php?p=6349#6349
--Nzhamstar 11:36, 12 July 2006 (UTC)
thread_title:  ATTESA-ETS???? 

message: It was also standard equipment on all R34 Skyline GT-R models.
That is afaik wrong, only the VSpec and MSpec models have the Pro-System. That's also written under Nissan_Skyline_GT-R where it says: while standard GT-R models come with the non-Pro system.
--85.1.37.209 (talk) 23:47, 5 August 2011 (UTC)
thread_title:  ATTESA-ETS Pro 

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message: "The 'mechanical' ATTESA system was developed for transverse layout vehicles and introduced with the RNU12 Bluebird in the Japanese market, entering production in September 1987. The system ran right throughout the U12 series (RNU12/HNU12) and was fitted to numerous U12 models with differing engine and transmission combinations. An almost identical system is fitted to the RNN14 GTi-R Pulsar and the HNU13 Bluebird and the HNP10 Primera, finding usage in numerous other Nissan models.
   Quite similar to offerings from other manufacturers, drive passes from the gearbox to a center viscous limited slip differential, into a transfer case splitting drive to a co-located front differential, and tail shaft connected to the vehicle's rear differential."
   "2000+ ATTESA Update
   In the new system, as with a typical FWD car, the transaxle contains a differential that drives the front wheels. However, an extra shaft from this differential also drives a bevel gear housed in the transfer case that permanently turns a driveshaft for the rear wheels (i.e. there is no longer a "center" differential). Housed in the rear differential is a viscous coupling that in normal conditions is disengaged. This means that for general driving, the system is FWD only. When the computer detects slippage of the front wheels, the viscous coupling engages and transfers up to 50% of the torque to the rear wheels. This system is superior in some aspects since the standard operation is FWD there is less power lost due to friction. However, it is no longer a full-time 4WD system, and since the coupling is in the rear differential, the driveshaft itself is constantly driven even though it's not connected to anything, which saps some power and efficiency (the analogue being the front driveshaft of a part-time 4x4 truck without locking hubs)"
I came and changed "transmission" to "transaxle" in the beginning of the paragraph talking about "how it worked just like any FWD car" until I realized I had no idea what the system it was describing actually was, and maybe it WASN'T a transxle, in spite of being Front Engine and operating like a FWD 99% of the time.
Are you sure you didn't mean to write "longitudinal engine", not "transverse"? Because transverse is side-to-side oriented, like a FWD car, and I've NEVER heard of a TV car that ALSO sends power to the rear, into a transfer case, where it's splip up and returned to the front wheels. All of the TV and many of the longitudinal cars (Subaru) I've ever worked on used a front trans with the front diff integral with the gearbox, and a driveshaft taken to the rear. I cannot imagine a transverse car piping all the power to the rear, just to split it up and send part of it forward again.
Next problem, it describes power going from engine to 'center differential" to transfer case, where it's split into front and rear shafts. Problem: the center diff should only separate the powered wheels from the ones that kick in. It needs to be Front, transfer case, differential, rear. If you know cars you'll see what I mean by that.
I found a description of the ATTESA-ETS system in the modern GT-R, and it seems to describe a LONGITUDINAL engine, with a driveshaft running to the transaxle which is in the rear, and a SECOND driveshaft running to the front wheels. It seems to me there were a numbe of different systems all called "ATTESA" of some form, but as described it doesn't make any sense. For starters, ATTESA why is it describing cars that were primarily FWD? I thought most ATTESA cars were range-topping RWD/AWD models. At the very least, I could accept this a lot better if it was telling me that a transverse, FWD car also "Sent power to the rear, into a trnasfer case, back into a propshaft into the front differential". I've just never seen anything like that. It would be FAR easier to make it a longitudinal engine, or make it a normal transaxle with a rear propshaft running out of it, and skipping all the transfer case hassle.
Here is the description of the GT-R ATTESA I found online, which makes a lot more sense straight of
  There are quite a few Nissan ATTESA systems The stagea one is called ATTESA-ETS
The Electronic Torque Split version off this all-wheel drive system was developed for usage in Nissan's north-south layout vehicles, and was first used in August 1989 in the R32 Nissan Skyline GT-R and Nissan Skyline GTS4.
  It utilizes what is mostly a conventional RWD gearbox. Although the Skyline GT-R is exclusively AWD, ATTESA-ETS is also used in Nissan models that are also available as RWD such as the A31 Nissan Cefiro which was the second Nissan to feature the system exactly a year later in August 1990.
Drive to the rear wheels is constant via a tailshaft and rear differential, however drive to the front wheels is more complex by utilizing a transfer case at the rear of the gearbox.
The drive for the front wheels comes from a transfer case bolted on the end of an almost traditional RWD transmission although the (bell housing is slightly different to allow the driveshaft for the front wheels to pass it, the main body is exactly the same as the RWD transmission, the tail-shaft is different to couple to the transfer case). A short driveshaft for the front wheels exits the transfer case on the right side. Inside the transfer case a chain drives a multi-plate wet clutch pack, torque is apportioned using a clutch pack center differential, similar to the type employed in the Steyr-Daimler-Puch system in the Porsche 959.
On the rear differential is a high pressure electric oil pump, this pump pressurises Normal ATF oil (0-288psi) into the transfercase to engage the clutchpack. The higher the oil pressure the transfer case is supplied with, the more the clutch pack engages, this is how the torque to the front wheels is varied.
The transfer case has its own dedicated ATF (Nissan special ATF) oil to lubricate the chain/clutch pack. The front driveshaft runs along the right side of the transmission, into a differential located on the right of the engine's oilpan. The front right axle is shorter than the left, as the differential is closer to the right wheel. The front left axle runs through the engine's sump to the left wheel.
   The ATTESA-ETS layout is more advanced than the previous ATTESA system, and uses a 16bit microprocessor that monitors the cars movements at 100 times per second to sense traction loss by measuring the speed of each wheel via the ABS sensors.
  A three axis G-Sensor mounted underneath the center console feed lateral and longitudinal inputs into an ECU, which controls both the ATTESA-ETS 4WD system and the ABS system. The ECU can then direct up to and including 50% of the power to the front wheels.
  When slip is detected on one of the rear wheels (rear wheels turn 5% or more than the front wheels), the system directs torque to the front wheels which run a viscous LSD.
Rather than locking the AWD in all the time or having a system that is "all or nothing", the ATTESA-ETS system can apportion different ratios of torque to the front wheels as it sees fit.
This provides the driver with an AWD vehicle that performs like a rear wheel drive vehicle in perfect conditions and can recover control when conditions aren't as perfect. The advantage to a more traditional ATTESA (Viscous LSD) system is response in hundredths of a second.
  So yes the stagea uses a g sensor
  The Skyline GTR models and the stagea 260 RS have a later more complex system called which also gets information from addittional lateral g sensors which give addittional control
  Unfortunately things are also complicated by the fact that in 1995, with the introduction of the R33 Skyline GT-R, Nissan introduced a new version of their ATTESA system. It was named ATTESA-ETS Pro, as an upgrade from the earlier ATTESA ETS.
It was standard equipment in the R33 Skyline GT-R Vspec model , most RS260 Autech Stageas and a few RS Fours (having lsd was a stagea RS Four option )
It was also offered as an option on the standard R33 Skyline GT-R, and called the "Active LSD option". It was also standard equipment on all R34 Skyline GT-R models.
  ATTESA-E-TS Pro differs from the standard ATTESA-E-TS in a few ways. Where ATTESA-E-TS controls the front to rear torque-split, the Pro is also capable of left-and-right torque split to the rear wheels. This is done via an active rear limited-slip differential. Additionally, the ATTESA-E-TS Pro was marketed as controlling the four-wheel independent ABS braking system.
   This is not part of the AWD system, but the ECU makes use of the same sensors to determine wheel slip and traction. 
AnnaGoFast (talk) 04:40, 3 January 2018 (UTC)
thread_title:  I hope whoever wrote this knows what they're talking about: 

message: The section referring to four wheel independent ABS vs three channel independent ABS is false. You can go look up the Nissan epc data and see that the actuator is the same for both: https://nissan.epc-data.com/skyline/bcnr33/3935-rb26dett/trans/476/47600/ and https://nissan.epc-data.com/skyline/bcnr33/3934-rb26dett/trans/476/47600/  — Preceding unsigned comment added by 2620:149:F:2E02:9DF7:F3A2:57D9:74E2 (talk) 03:38, 24 January 2020 (UTC)
thread_title:  ATTESA-ETS Pro