Yeah that's how dif locks work...dccd has more to it
I know what it was....read through the previous posts...DCCD is automatic and can vary the amount of torque and load to each wheel...unlike most 4wd difs which is just a plain boring cone type torque sensing LSD.
Subaru's is an electronic geared LSD for total chassis/
ECU management see extract below: (this is high tech racing stuff not bush bashing climbing rocks stuff
hahaha)
"An electronic limited-slip differential will typically have a planetary or bevel gear set similar to that of an open differential and a clutch pack similar to that in a torque sensitive or gerotor pump based differential. In the electronic unit the clamping force on the clutch is controlled externally by a computer or other controller. This allows the control of the differential’s limiting torque, Trq d , to be controlled as part of a total chassis management system. An example of this type of differential is Subaru’s DCCD used in the 2011 Subaru WRX STi.[7] Another example is the Porsche PSD system used on the Porsche 928. A third example is the SAAB XWD (Haldex Generation 4) with eLSD, it uses a common (electronically controlled via the vehicle computer network) hydraulic power pack to control both the longitudinal and transversal torque transfer of the XWD system. The same Haldex system is used on several other GM Epsilon based vehicles such as the Cadillac SRX etc"
