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A flow tube for an induction system with a turbo charger defines a longitudinal flow path and includes a noise attenuation plate positioned within the flow tube. A plurality of ribs formed on an internal surface of the tube. The ribs are spaced apart from one another and are tuned to a desired frequ

A flow tube for an induction system with a turbo charger defines a longitudinal flow path and includes a noise attenuation plate positioned within the flow tube. A plurality of ribs formed on an internal surface of the tube. The ribs are spaced apart from one another and are tuned to a desired frequency. The noise attenuation plate includes a plurality of holes having varying diameter and depths. When acoustic energy created by the turbo charger encounters the noise attenuation plate and the ribs, the change in impedance results in acoustic reflections back toward the turbo charger. Thus the noise attenuation plate cooperates with the ribs to serve as a low pass filter that attenuates high frequencies while allowing lower frequencies through.

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A flow tube for an induction system with a turbo charger defines a longitudinal flow path and includes a noise attenuation plate positioned within the flow tube. A plurality of ribs formed on an internal surface of the tube. The ribs are spaced apart from one another and are tuned to a desired frequ

A flow tube for an induction system with a turbo charger defines a longitudinal flow path and includes a noise attenuation plate positioned within the flow tube. A plurality of ribs formed on an internal surface of the tube. The ribs are spaced apart from one another and are tuned to a desired frequency. The noise attenuation plate includes a plurality of holes having varying diameter and depths. When acoustic energy created by the turbo charger encounters the noise attenuation plate and the ribs, the change in impedance results in acoustic reflections back toward the turbo charger. Thus the noise attenuation plate cooperates with the ribs to serve as a low pass filter that attenuates high frequencies while allowing lower frequencies through. l speed sensors; and wherein the step of measuring the first rear rotational speed of the first rear wheel and measuring the second rear rotational speed of the second rear wheel includes measuring the first rear rotational speed of the first rear wheel with one of the wheel speed sensors and measuring the second rear rotational speed of the second rear wheel with one of the wheel speed sensors. 6. The method of overcoming negative torque transfer of claim 1, wherein: the vehicle includes a stability control system; and further including the step of activating the stability control system; wherein the step of requesting the vehicle to increase transmission output equal to the negative torque transfer only occurs in response to the step of activating the stability control system. 7. The method of overcoming negative torque transfer of claim 6, wherein: the vehicle includes a front axle having a first front wheel and a second front wheel, the vehicle further including a rear axle having a first rear wheel and a second rear wheel, the front driveshaft being connected to the front axle, and the rear driveshaft being connected to the rear axle; the stability control system includes wheel speed sensors; the step of determining the front driveshaft rotational speed includes measuring a first front rotational speed of the first front wheel and measuring a second front rotational speed of the second front wheel with the wheel speed sensors; and the step of determining the rear driveshaft rotational speed includes measuring a first rear rotational speed of the first rear wheel and measuring a second rear rotational speed of the second rear wheel with the wheel speed sensors. 8. The method of overcoming negative torque transfer of claim 7, wherein: the step of determining the front driveshaft rotational speed includes calculating the front driveshaft rotational speed using the following formula: ((f1+f2)/2)*rf wherein f1=the first front rotational speed, f2=the second front rotational speed, and rf=a front axle ratio of the front driveshaft over the first front wheel or the second front wheel; and the step of determining the rear driveshaft rotational speed includes calculating the rear driveshaft rotational speed using the following formula: ((r1+r2)/2)*rr wherein r1=the first rear rotational speed, r2=the second rear rotational speed, and rr=a rear axle ratio of the rear driveshaft over the first rear wheel or the second rear wheel. 9. The method of overcoming negative torque transfer of claim 1, wherein: the passive coupling is a viscous coupling and the negative torque transfer is a viscous negative torque transfer. 10. A vehicle system for overcoming negative torque transfer in a vehicle having all wheel drive comprising: a front driveshaft; a rear driveshaft; a passive coupling connecting the front driveshaft and the rear driveshaft; a passive torque control system; and a transmission operatively connected to the passive coupling; wherein the passive torque control system calculates a front driveshaft rotational speed of the front driveshaft and a rear driveshaft rotational speed of the rear driveshaft, calculates a speed difference across the passive coupling by subtracting the front driveshaft rotational speed from the rear driveshaft rotational speed, determines negative torque transfer in the passive coupling corresponding to the speed difference, and requests an output from the transmission equal to the negative torque transfer. 11. The vehicle system of claim 10, further including: a front axle having a first front wheel and a second front wheel, the front driveshaft being connected to the front axle; and a rear axle having a first rear wheel and a second rear wheel, with the rear driveshaft being connected to the rear axle; wherein the passive to