Subaru to unveil a new sportscar co-developed with Toyota next month

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 […]

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. A wheel torque difference of up to 1,800 Nm can be actively created between the left and right rear wheels. The power distribution can also be displayed on the onboard computer. This increases driving stability and allows for much faster acceleration.

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. This is often why it is very difficult for most stunt drivers to drift with even the M3. On the other hand, it does make the BMW fast round corners which decrease your lap time even in long journeys.

It really won’t entertain you much like the C63 AMG that lack a limited slip diff yet still remains as a great crowd pleaser- but sometimes, the MB C63 AMG could be very frustrating according to Carmagazine.com.

So if you are wondering why BMW still manages to stay on track, well we just broke the jinx. It is also important to note the DPC is standard in all BMWs from 2008 but the theory of Dynamic Performance Control dates far back as 1995. Finally its alive.