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SH-AWD

Super Handling All-Wheel Drive (SH-AWD) is Acura's proprietary torque-vectoring all-wheel-drive system designed to improve vehicle handling, stability, and traction by actively distributing engine torque among all four wheels based on driving conditions.^[1] Introduced in 2004 and debuting on the 2005 Acura RL, SH-AWD represents the world's first production all-wheel-drive system capable of independent torque vectoring to the rear wheels, evolving from earlier Honda technologies like Variable Torque Management 4WD (VTM-4) and Active Torque Transfer System (ATTS).^[2]^[1] The system operates on a primarily front-wheel-drive architecture, sending up to 90% of torque to the front wheels during steady-state cruising for efficiency, while seamlessly shifting up to 45% of total torque to the rear axle under acceleration and up to 70% during cornering.^[2] It achieves torque vectoring through a rear differential with hydraulically controlled multi-plate clutches that can overdrive the rear axle by up to 2.7% and distribute up to 100% of the rear torque to the outer rear wheel, creating a yaw moment to aid turning without relying on electronic stability aids like braking.^[1] Over four generations, SH-AWD has been refined for faster response—30% quicker in the latest iteration—and higher torque capacity (up to 40% increase), with variants including a hybrid version using electric motors for rear-wheel drive in models like the NSX.^[1]^[2] SH-AWD integrates with Acura's Vehicle Stability Assist (VSA) and Agile Handling Assist systems to further enhance control, reducing understeer and improving grip in corners, adverse weather, or off-road conditions while enabling more neutral handling dynamics akin to rear-wheel-drive vehicles.^[1] It is standard on models like the RDX and TLX Type S, and available on the MDX and TLX, contributing to Acura's reputation for agile, responsive driving across its lineup.^[1]^[2]

Development

Origins and Announcement

The Super Handling All-Wheel Drive (SH-AWD) system originated as an evolution of Honda's earlier Variable Torque Management 4WD (VTM-4) technology, which debuted on the 2001 Acura MDX. The VTM-4 system automatically distributed up to 70% of engine torque to the rear wheels for improved traction in slippery conditions but operated without active left-right torque vectoring, limiting its ability to enhance dynamic handling during cornering.^[1]^[3] On April 1, 2004, Honda Motor Co., Ltd. announced the development of SH-AWD, positioning it as the world's first all-wheel-drive system capable of torque vectoring to improve vehicle handling beyond mere traction control. This announcement highlighted SH-AWD's integration into the upcoming Acura RL (North American market) and Honda Legend (Japanese market), with production vehicles set for release later that year. The system's initial conception focused on expanding the performance envelope of all-wheel drive by enabling proactive torque distribution to all four wheels, thereby enhancing cornering stability, responsiveness, and overall driving pleasure.^[4]^[1] Honda's development goals for SH-AWD emphasized achieving a "super-neutral" steering feel that faithfully responded to driver inputs, reducing understeer and improving maneuverability in varied conditions. Unlike reactive systems that only addressed wheel slip, SH-AWD aimed to actively optimize torque between front and rear axles (in ratios from 70:30 to 30:70) and between the rear wheels themselves for lateral stability. Key early engineering challenges involved creating direct electromagnetic clutches for precise torque control to the rear wheels, while addressing transmission losses during acceleration in corners through an innovative acceleration device, all without introducing excessive system weight or mechanical complexity.^[4]^[1]

Evolution and Generations

The Super Handling All-Wheel Drive (SH-AWD) system debuted in its first generation on the 2005 Acura RL, marking the world's first production all-wheel-drive technology capable of active torque vectoring. This initial iteration utilized electromagnetic multi-plate clutches in the rear differential to distribute up to 70% of engine torque to the rear axle under demanding conditions, with the ability to direct 100% of that rear torque to the outer rear wheel during cornering for enhanced yaw control. The system over-drove the rear wheels by more than 5% via an integrated Acceleration Device, enabling proactive stability adjustments integrated with the vehicle's electronic stability systems.^[5]^[1]^[6] The second generation, introduced around 2007 and applied to models such as the Acura MDX, RDX, TL, and ZDX through 2015, refined the architecture for greater efficiency and integration. It eliminated the Acceleration Device to reduce complexity, instead achieving a fixed 1.7% rear overdrive through mechanical means, which simplified maintenance while preserving torque-vectoring performance. Additional enhancements included Hill Logic for optimized traction on inclines and deeper integration with Vehicle Stability Assist (VSA) and traction control systems, allowing for smoother transitions during dynamic maneuvers. These changes contributed to lighter overall components without compromising the core 70% rear torque bias or 100% single-wheel vectoring capability.^[1]^[7] Advancements continued with the third generation, deployed from 2015 on the Acura MDX and first-generation TLX (2015–2020) through 2021, emphasizing weight savings and operational refinement. The rear differential was redesigned to be 25% lighter with lower internal friction, improving fuel efficiency and responsiveness across a wider range of speeds, including enhanced low-speed torque vectoring for urban and off-road scenarios. Rear overdrive was increased to a constant 2.7%, amplifying the yaw-inducing effect during turns while maintaining the system's maximum rear torque distribution of 70% and full vectoring to one rear wheel. This generation also benefited from tighter synchronization with advanced driver aids, reducing actuation delays for more predictable handling.^[1]^[8] The fourth generation, debuting in 2019 on the Acura RDX and extending to subsequent TLX and MDX models including Type S variants through 2025, represents the most significant leap in performance and compactness. It features a 30% faster reaction time through optimized clutch packs and control algorithms, enabling torque shifts in milliseconds to preemptively counter understeer or oversteer. The system achieves a 40% higher torque capacity at the rear axle—critical for high-output applications like the 355-horsepower turbocharged V6 in Type S models—while being 20% lighter in the rear differential compared to the prior generation, further reducing unsprung weight. Torque vectoring remains capable of sending up to 70% of total power rearward and 100% of rear torque to the outer wheel, with a 2.7% overdrive enhancing precision in aggressive cornering. This iteration's more compact packaging facilitates broader vehicle integration, including hybrid-compatible architectures.^[1]^[9]^[10] Across its generations, SH-AWD has trended toward greater electrification compatibility and software-driven enhancements, evolving from purely mechanical actuation to predictive controls that anticipate driver inputs via sensors and algorithms. A hybrid variant, Sport Hybrid SH-AWD, was introduced in 2014 on the RLX, using twin electric motors for rear-wheel torque vectoring and applied to models like the 2017–2020 MDX. These developments prioritize seamless blending of hardware refinements with computational intelligence, ensuring the system's relevance in increasingly electrified powertrains.^[1]^[5]

Function

Torque Distribution Mechanics

The Super Handling All-Wheel Drive (SH-AWD) system is designed for front-biased transverse engine layouts, where engine power is primarily directed to the front wheels but can be variably transferred to the rear axle via a lightweight propeller shaft. This shaft connects the front transmission to the rear drive unit, which houses a hypoid gear set that initially distributes incoming torque equally to the left and right rear axles through a central ring gear coupled to planetary gear sets for each wheel.^[11]^[12] Under normal straight-line driving, the system maintains a front-biased torque split of approximately 90:10 (front:rear), but it can dynamically increase rear torque bias to up to 50% of total engine torque during acceleration or low-traction scenarios, such as slippery surfaces, by engaging a multi-plate clutch pack in the rear drive unit to transfer power more aggressively to the rear wheels, and up to 70% during cornering. This bias is achieved through a torque-transfer unit that modulates hydraulic pressure to control the overall front-to-rear distribution, enhancing traction without requiring driver input.^[1]^[2] For torque vectoring, the rear drive unit employs two independent hydraulically operated multi-plate clutch packs—one for each rear wheel—to precisely control the distribution of rear axle torque, enabling up to 100% of the rear torque (equivalently up to 70% of total engine torque) to be directed to a single rear wheel. This mechanism overdrives the rear axle by approximately 2.7% relative to the front, allowing the outer rear wheel to receive additional torque during cornering, which generates a yaw moment to aid vehicle rotation and reduce understeer. The torque split to the rear is functionally determined by factors including steering angle, throttle position, and vehicle speed, with the maximum rear bias expressed as 0.7 times the total engine torque, and the vectoring differential reaching up to 0.3 times the rear torque between the left and right wheels for optimal yaw control.^[1]^[12]^[2] Activation of torque vectoring occurs through continuous monitoring of vehicle dynamics, including detection of oversteer or understeer conditions, with proactive adjustments made during cornering to help the vehicle rotate around its ideal turn center by applying greater torque to the outer rear wheel. Sensor inputs such as steering angle and wheel speeds inform these adjustments via the system's electronic control unit.^[1]^[2]

Performance Enhancement Principles

SH-AWD enhances vehicle dynamics through active torque vectoring, which distributes engine power not only between the front and rear axles but also between the left and right rear wheels to create precise yaw moments. This proactive approach improves handling, stability, and traction without relying on braking-based interventions typical of electronic stability systems, resulting in more engaging and predictable driving characteristics. By overdriving the outer rear wheel during cornering, the system generates an inward yaw moment that aligns the vehicle's trajectory more closely with the driver's steering input, fostering neutral handling and greater driver confidence.^[11] In cornering scenarios, SH-AWD accelerates the outer rear wheel up to 5% faster than the average speed of the front wheels, producing a yaw moment that tightens the turn radius and reduces understeer. This mechanical torque vectoring eliminates the need for electronic braking on the inner wheels, allowing smoother power delivery and higher cornering speeds compared to conventional all-wheel-drive systems. The result is improved turn-in response and reduced body roll, enabling the vehicle to maintain better line adherence through curves on both dry pavement and varied surfaces.^[11]^[1] For traction in low-grip conditions such as rain or snow, SH-AWD biases up to 70% of engine torque to the rear axle, enhancing acceleration while minimizing understeer by optimizing power to the wheels with the most grip. In deep snow or slippery environments, the system can further adjust to send up to 50% of torque to the rear in balanced modes, maximizing forward momentum and reducing wheel slip without compromising forward progress. This rear-biased distribution improves launch traction and overall drivability in adverse weather, providing superior control over front-wheel-drive equivalents.^[1]^[13] SH-AWD augments stability by proactively managing torque to counteract yaw deviations, allowing for more neutral handling and fewer activations of electronic stability control systems during dynamic maneuvers like high-speed lane changes. The system's feed-forward and feedback controls monitor steering angle, throttle input, and slip ratios to maintain vehicle poise, reducing oversteer tendencies and enhancing confidence at the limit. This integration promotes a more fluid driving experience across a wide range of speeds and conditions.^[11]^[1] While SH-AWD prioritizes performance, it incurs a minimal fuel efficiency trade-off due to its on-demand engagement, with all-wheel-drive variants typically achieving 1 MPG less on highways than front-wheel-drive counterparts, equating to roughly a 1-2% increase in fuel consumption under normal driving. This penalty is offset by the system's efficiency in straight-line cruising, where up to 90% of torque remains at the front wheels, but it underscores the design's focus on sporty dynamics over pure economy. Quantitative evaluations demonstrate SH-AWD's impact through enhanced cornering grip and stability, alongside improved subjective metrics for "fun-to-drive" feel in enthusiast reviews. These benefits stem from the system's ability to elevate the cornering limit and acceleration out of turns, as validated in engineering simulations and real-world benchmarks.^[11]^[1]

Systems Integration

Hardware Components

The Super Handling All-Wheel Drive (SH-AWD) system incorporates several key hardware elements to enable torque vectoring and all-wheel traction from a front-wheel-drive-based architecture. Central to the driveline is the propeller shaft, a lightweight tube constructed from carbon fiber reinforced plastic (CFRP)—that connects the transmission output to the rear drive unit, minimizing rotational inertia and vibration during torque transfer.^[11] The rear differential serves as the core rear drivetrain component, featuring a compact hypoid gear set to convert input rotation from the propeller shaft into drive for the left and right rear wheels, with integrated mechanisms for clutch actuation and torque distribution. In initial generations, this unit included a hydraulic acceleration device bolted to the differential, comprising a planetary gear set, one-way clutch, and oil pump to enable up to 5.7% overdrive of the rear wheels relative to the fronts for enhanced cornering. Later iterations have seen weight reductions through refined materials and packaging, contributing to overall system efficiency.^[14]^[11] Torque vectoring is achieved via two independent multi-plate clutch packs, one for each rear wheel, integrated with planetary gear sets within the rear differential; these electromagnetic clutches allow 0% to 100% torque allocation to either rear wheel independently, using ATF fluid for smooth modulation in hydraulic-actuated variants. In fourth-generation systems, such as those introduced in the 2019 Acura RDX, an electric motor drives a pair of hydraulic pumps—one per clutch pack—replacing engine-driven pumps for faster response times and reduced dependency on engine speed, with linear solenoids precisely controlling hydraulic pressure. These components include cooling features to maintain performance under sustained loads.^[14]^[15] The hardware is optimized for compatibility with transverse front-wheel-drive platforms, featuring mounting interfaces for 6-speed automatic or dual-clutch transmissions, ensuring seamless integration into sedans and SUVs without major chassis modifications.^[11]

Control and Sensor Systems

The Super Handling All-Wheel Drive (SH-AWD) system relies on a comprehensive sensor suite to monitor vehicle dynamics in real time, enabling precise torque distribution. Key sensors include the yaw rate sensor, which detects rotational movement around the vehicle's vertical axis; the lateral acceleration sensor, measuring side-to-side forces during cornering; steering angle sensor, tracking driver input at the wheel; and wheel speed sensors integrated from the Anti-lock Braking System (ABS), providing data on individual wheel rotation. Additionally, throttle position is captured via the gas pedal movement sensor, while road surface friction (mu) is estimated using traction control data from the Vehicle Stability Assist (VSA) module, allowing the system to anticipate slip conditions.^[11]^[16]^[17] At the core of SH-AWD's electronic architecture is a dedicated Electronic Control Unit (ECU) that processes sensor inputs and orchestrates torque vectoring. This SH-AWD ECU communicates over the vehicle's Controller Area Network (CAN) bus with the VSA ECU for stability data and the engine ECU for parameters like RPM, airflow, and gear ratio, ensuring seamless integration across chassis and powertrain systems. In advanced implementations, such as fourth-generation systems, the ECU employs feed-forward control to predict and adjust torque needs proactively based on driver inputs like steering and throttle.^[16]^[4]^[18] The control algorithms prioritize neutral steering and enhanced stability by dynamically calculating torque splits. The system targets a rear torque delta based on the difference between desired and actual yaw rates, derived from sensor fusion of lateral acceleration and steering angle. The system adapts distributions for different conditions, such as low-traction surfaces, using estimated mu and slip thresholds. Feedback loops continuously monitor clutch slip and vehicle response, refining distributions to maintain optimal yaw moment—positive for understeer correction during acceleration and negative for oversteer during deceleration.^[11]^[4] Fail-safe mechanisms ensure reliability, with the system defaulting to front-wheel drive (FWD) and disabling active vectoring if critical sensors like yaw rate or steering angle fail, preventing unsafe operation.^[14]^[4]^[19] Self-diagnostics are performed via integrated monitoring of clutch wear through slip and gap sensors, triggering warnings and limp-home modes as needed. These features, refined across generations, underscore SH-AWD's robust digital layer, which briefly interfaces with hardware like electromagnetic clutches for execution but focuses on predictive electronic governance.

Implementation

Sedan Applications

The Acura RL marked the debut of Super Handling All-Wheel Drive (SH-AWD) in a sedan, debuting for the 2005 model year as standard equipment on all examples. Paired with a 3.5-liter SOHC V6 engine producing 300 horsepower and 260 lb-ft of torque, the system integrated with a five-speed automatic transmission to deliver luxury-oriented handling with enhanced stability.^[20] The SH-AWD setup added approximately 92 pounds (42 kg) to the vehicle's curb weight compared to its front-wheel-drive predecessor, resulting in a total of 3,984 pounds, yet it improved acceleration performance, achieving 0-60 mph in about 6.4 seconds versus roughly 7 seconds for the prior model.^[21]^[22] This first-generation implementation emphasized refined torque vectoring for smoother cornering in executive driving scenarios, prioritizing composure over aggressive sportiness through the 2008 model year.^[23] The Acura TL introduced SH-AWD as an optional feature starting with the 2009 model year, available exclusively on higher-trim SH models through 2014, evolving the system into its second generation with refinements for sportier sedan dynamics. The 2009 model featured a 3.5-liter SOHC V6 engine rated at 280 horsepower and 256 lb-ft of torque, upgrading in 2010 to a 3.7-liter SOHC V6 with 305 horsepower and 275 lb-ft of torque, mated to either a six-speed automatic or manual transmission, which allowed the torque-vectoring rear differential to enhance mid-corner grip by distributing up to 100 percent of rear-axle power to the outer wheel during turns.^[24]^[25] The added complexity increased curb weight to around 3,968 pounds for automatic-equipped models, but the system's active rear bias improved handling responsiveness, enabling quicker exit speeds from corners without compromising the TL's balanced chassis.^[24] This configuration positioned the TL SH-AWD as a performance-oriented alternative in the midsize luxury segment, with the all-wheel-drive option commanding a premium of approximately $1,800 over front-wheel-drive equivalents.^[26] The Acura RLX incorporated SH-AWD from its 2014 debut through 2020, available on base AWD models with a 3.5-liter SOHC V6 producing 310 horsepower and 272 lb-ft of torque, and on Sport Hybrid variants using a two-motor hybrid system with a 3.5-liter V6 (310 hp system output) for enhanced efficiency and torque vectoring. Paired with a six-speed automatic (base) or seven-speed dual-clutch transmission (hybrid), the system emphasized precise handling in a flagship luxury sedan, adding about 150 pounds to curb weight compared to front-wheel-drive versions.^[27] Since its 2015 introduction, the Acura TLX has incorporated third- and fourth-generation SH-AWD iterations, available on V6-equipped models and standard on Type S variants through the present, including the 2025 lineup. Early models paired the system with a 3.5-liter V6 producing 290 horsepower, while current non-Type S versions use a 2.0-liter turbocharged inline-four rated at 272 horsepower; the Type S employs a 3.0-liter twin-turbo V6 with 355 horsepower, both backed by a 10-speed automatic transmission.^[28] The fourth-generation hardware, introduced around 2021, features a 25 percent lighter rear differential for reduced friction and greater yaw control, enabling up to 70 percent rear torque bias under acceleration for sharper steering response in sport driving.^[1] For 2025, the TLX carries over without major mechanical changes to SH-AWD, maintaining its focus on precise handling in a compact luxury sedan package.^[29] The system adds roughly 200 pounds to curb weight versus front-wheel-drive counterparts, with the SH-AWD option typically increasing the MSRP by about $2,000 to $5,000 depending on trim.^[30] Across Acura sedan applications, SH-AWD maintains a front-biased default distribution—typically around 90/10 under normal conditions—to optimize fuel efficiency and lightness, shifting dynamically to rear emphasis for balanced 45/55 front/rear weight utilization during spirited maneuvers. This approach supports longitudinal stability and agile turn-in on lower-profile sedan chassis, distinguishing it from more traction-focused setups in taller vehicles.^[1]^[2]

SUV and Crossover Applications

The Acura MDX introduced SH-AWD in its second generation starting in 2007, marking the system's first application in a luxury midsize SUV. Paired with a 3.5L V6 engine producing 300 horsepower, the system enhanced the MDX's all-weather capability and towing prowess, supporting up to 5,000 pounds when properly equipped. Subsequent generations evolved the integration: the third generation (2014-2020) refined torque vectoring for better on-road dynamics, while the fourth generation (2022-present) offers SH-AWD with the standard 3.5L V6 (290 horsepower) or the Type S's 3.0L turbocharged V6 (355 horsepower), emphasizing a 50% front torque bias in snow mode for improved traction on slippery surfaces. The 2025 model year refresh incorporates adaptive damping that synchronizes with SH-AWD for enhanced ride control during cornering and off-road maneuvers.^[31]^[32] The Acura RDX featured SH-AWD briefly in its first generation from 2007 to 2012, where it complemented a 2.3L turbocharged inline-four engine for sporty handling in a compact luxury crossover. After a hiatus in the second generation (2013-2018), the system returned in the third generation starting in 2019, now paired with a 2.0L turbocharged inline-four producing 272 horsepower and tuned for agile performance on winding roads through up to 70% rear torque distribution with full vectoring to the outer rear wheel. This setup provides a nimble crossover feel, with the system standard on A-Spec Advance trims in the 2025 model year, where it aids in maintaining stability during aggressive driving.^[33]^[34] The Acura ZDX, produced from 2009 to 2013 as a halo crossover, represented a niche application of SH-AWD with a 3.7L V6 engine generating 300 horsepower. Tuned for high-performance characteristics, the system delivered early torque vectoring to achieve coupe-like handling despite the vehicle's elevated SUV stance, enabling sharper turn-in and reduced understeer in dynamic driving scenarios. Though discontinued after its single generation, the ZDX showcased SH-AWD's versatility in blending luxury utility with sporty responsiveness.^[35] Across Acura's SUV and crossover lineup, SH-AWD adaptations account for higher ground clearance by incorporating reinforced drive shafts to handle increased vertical loads during off-road or uneven terrain travel. The system adds approximately 90-100 kg (200-220 lbs) to the vehicle's curb weight but significantly improves stability in crosswinds and during towing, contributing to family-oriented utility. It remains optional on base trims for cost efficiency, while becoming standard on performance-oriented variants to maximize handling benefits.^[36]

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