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By Can-Am Off-Road
You wouldn’t have a Can-Am if you weren’t planning on using all of your machine, right? Our four-wheel-drive systems and driving modes are similar to what you may know from trucks and SUVs—with a few key differences to maximize your off-road capability. Watch Dustin Jones cover the basics or read on to learn more about to get the most from your Can-Am ATV or SSV.
For most graded and well-traveled terrain, leaving your vehicle in 2x4 is completely fine; you’ll even save a bit of fuel doing it. It’s also recommended when transporting your vehicle short distances on pavement.
4x4To send engine power to the front wheels, engage the 4-wheel-drive switch. 4WD can be used at all speeds, and provides added traction for climbing, slippery conditions and loose surfaces. In this setting, the tail will tend to kick out less—but note that 4WD isn’t a substitute for driving within your and your vehicle’s limits.
Lower speeds below 20 mph / 30 km/h? Mud riding? Rough trail? Loading onto a trailer? We recommend using 4WD LOW, which maximizes power and control at lower speeds.
Driving modes:ECO mode (if equipped) gives the smoothest throttle response, and best fuel economy. You get full power—just takes more throttle travel to unleash it all.
WORK mode (if equipped) gives full power with smoother throttle response to negotiate job sites.
NORMAL mode: More exciting than ECO, it’s the best mode for the widest range of off-road conditions.
SPORT mode (if equipped): Most engaging throttle response and performance—be warned that ear-to-ear grins may occur.
Advanced modes:4x4 LOCK – Visco-4LokATV: If equipped with Visco-4Lok, this switch will lock the front differential in a matter of milliseconds, at the push of a button.
No slip…just grip.
Available for our SxS lineup, Smart-Lok a fully lockable on-the-fly front differential with electronically-controlled automatic modes that give you the most grip possible for the conditions.
COMFORT, SPORT, SPORT+ – Smart-ShoxAs you’re driving, Smart-Shox adapt the shock absorbers to the terrain, for the best mix of ride comfort and handling. The three modes allow you to dial performance in further, from plush to firm.
As your off-road skills improve, confidence grows, and you get more familiar with your machine, safely explore these features at your own pace.
Follow these links for more detailed information: Visco-4Lok | Smart-Lok | Smart-ShoxCOOKIE USE
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For most, all-wheel drive is when all four wheels are driving. However, digging a little deeper, we find that even if the car has a nameplate AWD , this does not mean that the torque from the engine is supplied to both axles. Together with the technical specialists of the Stagecoach service center, which specializes in repairing cars of concern 9, we decided to figure out what all-wheel drive systems are today and what technical problems are pulling behind0004 VAG .
Today there are two main types of all-wheel drive in civil automotive industry: plug-in all-wheel drive (Part-time) and permanent all-wheel drive (Full-time). In conditional subspecies, one can single out an electronically controlled all-wheel drive (On-demand) and a multifunctional all-wheel drive, which, as a rule, has its own name for different brands.
In this system, the vehicle is driven by default in 2WD mode. If there is a need for all driving wheels, the second axle is connected either at the request of the driver, or at the signal of the electronics. Moreover, in the first version, the system fundamentally differs in its constructive structure.
This type of drive is considered the simplest and most reliable, since it does not have any complex systems that should be responsible for automatic distribution of traction along the axles. By default, torque is transmitted to only one axle, the second axle is switched on only when necessary using a transfer case with a cam clutch. When the "razdatki" is turned on, both axles are rigidly connected to each other, providing a constant symmetrical distribution of torque.
Despite its structural simplicity, the system has a significant feature: the inability to drive in all-wheel drive mode all the time, as well as at high speeds and on even dry surfaces.
Rather, you can ride, only with a huge probability of damaging the all-wheel drive system.
The fact is that when turning, each of the four wheels rotates at a different speed and follows its own trajectory of the turn. There are no systems between the axles that compensate for the difference in these speeds, and therefore the entire load falls on the “razdatka”, which eventually fails. Simply put, connecting a second axle is only necessary to increase the vehicle's cross-country ability on surfaces that allow wheel slippage, such as mud, sand, snow, ice, or in extreme cases, heavy rain.
Problems
As for technical problems, the main reason for the failure of the transfer case is just the neglect of the rules for using all-wheel drive. For example, the “razdatka” regularly breaks down on Suzuki Jimny cars due to the fact that the main consumers of this car are representatives of the beautiful half of humanity, who are not particularly versed in the design nuances of the Part-time system.
If a hard start is not done with the good old lever, but with the help of an electric drive, then the system may not turn on. This happens most often on a stationary machine, because the teeth of the shafts do not fall into the hook and the electronics hangs up. This is not a malfunction and is corrected simply by coasting, so that at the moment of movement the hook still occurs.
Part-time cars are very often subject to serious off-road tuning and, consequently, to the most severe loads. So collapsed cross-axle differentials, a broken chain of the front shaft and changed main gears are not uncommon on such cars. However, in most cases, the assembly is so simple and reliable that it can only raise questions in the event of huge mileage or negligent attitude of the owner, for example, to change the oil.
For vehicles with system PART - Time Referes most modern pickups and serious SUVs: UAZ Patriot, TOYOTA HILUX , FOTON SAUVANA SUZUKI SUZUKI SUZUKI SUZUKI .
As a rule, most cars with such a system have an additional reduction gear in the “transfer case”, as well as a rear wheel lock - standard or as an option
The most popular type of all-wheel drive, which is based on a multi-plate clutch capable of transferring torque from the main drive axle to the auxiliary one. This type of drive is not a serious off-road weapon (although there are exceptions) and serves more as an additional system for more confident movement over bumps and more efficient distribution of torque across the wheels, depending on the type of surface.
By default, the on-demand system operates in monodrive mode. As soon as the electronics receives a signal about the slipping of the drive wheels, the torque is applied to the second axle using an electronically controlled multi-plate clutch. Additionally, with the help of auxiliary electronic systems, the torque on each wheel can also be adjusted.
Structurally, the system works on the principle of clutch: inside the clutch there are discs that, when a signal from the sensors is received, are mechanically pressed against each other, transferring torque to the driven axle. The systems of different brands differ mainly in the principle of pressing these disks and the "tricks" of the electronic "brains" of the drive, which is expressed in speed or the presence of various manual switching modes. Simple systems rely, for example, on information from ABS and ESP sensors, while premium crossovers can already track indicators such as steering angle, body roll, etc.
Problems
Considering the principle of operation of the friction clutch is based on friction, the main problem of the On-demand system is overheating, in which the system generates an error and disables the driven axle. In most cases, it occurs during prolonged slippage, for example, when trying to conquer some kind of off-road, and sometimes even the most harmless.
As a rule, after cooling down, the clutch becomes operational again. Regular repetition of this leads to the replacement of the clutch pack.
Another common problem is clutch housing bearing failure, the signs of wear being noise, whining or vibration. Of course, the condition and level of oil in the clutch also greatly affects the performance of the drive. The serviceability of the sensors from which the “brains” of the clutch receive information directly affects the inclusion of all-wheel drive. It is also often possible to encounter a malfunction of the drive mechanism that compresses the discs.
In general, it can be said that although the On-demand system is well studied and well known to mechanics, it is rather capricious and expensive to repair. The good news is that most of the problems of the friction clutch are associated with its tough operation, that is, when urban crossovers begin to be used as SUVs. If all-wheel drive is used from time to time in light mode, the system causes almost no problems.
for cars with a system - Demand include most modern crossovers: Nissan - Trail Kia Sportage , 000, ,0004000 Outlander . However, there are some interesting exceptions. For example, Renault Duster received an imitation of a downshift in pair with a conventional clutch, and Nissan Juke generally has a system of two independent clutches on each of the rear wheels
Although the system is structurally a kind of on-demand plug-in drive, it deserves special mention, as it is a cross between plug-in and permanent all-wheel drive.
The design is based on the same multi-plate friction clutch controlled by electro-hydraulics. The trick is that the electronics are programmed even on a dry, flat road to transfer part of the moment to the rear axle, as a result of which cars with a Haldex clutch are obtained with a permanent drive. And the axle is turned off, for example, during uniform rectilinear movement (for example, on the highway) to save fuel.
Haldex coupling design
Problems
The Haldex coupling is now in its fifth generation. The problems with it are exactly the same as with the conventional friction clutches described above. The features are exceptionally constructive: the clutch is located directly in the rear final drive housing, along with the pump and control unit. Given that the first versions of Haldex will soon celebrate their twentieth anniversary, many machines are already beginning to rot the covers of the electronic unit.
You need to be careful about changing the oil, which involves reduced intervals: every 60 thousand km.
CULE Haldex are used by brands such as Volvo , Land Rover , Ford , concern VAG and many others
Cars with this all-wheel drive system always transmit torque to all four wheels, which is clear from the English name Full-time. At its core, the system is equipped with an interaxle differential, which has several design options: symmetrical and asymmetrical, lockable and non-lockable. Blocking, in turn, can be performed automatically or manually. It all depends on the purpose for which the all-wheel drive is created. The most commonly used limited-slip differential, which can also be made on the basis of one of three systems: a viscous or friction clutch and a Torsen-type lock.
In a nutshell, the Full-time system both structurally and functionally combines the principle of the Part-time and On-demand systems. The differential directly transmits torque from one axle to another, and the clutch installed with it in the same housing, depending on the degree of blocking, can redistribute this moment based on the conditions. Sophisticated systems with two drive shafts, like Mitsubishi's SuperSelect transmission, can additionally “unfasten” one axle, turning into a switchable all-wheel drive.
Torsen differential
Separately, it is worth mentioning the transmission based on the Torsen differential, which is becoming increasingly popular. Instead of couplings, he uses three pairs of worm gears that redistribute the moment. In the free state, the distribution of thrust along the axes is equal, as soon as the speeds of rotation of the wheels begin to differ, the rotation of the gears causes the output shafts to partially block, transferring torque to the wheel with the best grip.
Depending on the task, cars with such systems are also additionally equipped with a rear (and sometimes front) lockable cross-axle differential, a reduction gear and even an additional clutch. The combinations can be completely different depending on the tasks - off-road, sports or fuel-saving. For example, the transmission from Audi on passenger cars and crossovers - quattro ultra - has a multi-plate center clutch and an additional differential with a cam clutch in the rear axle drive, which is also capable of complete disengagement.
Quattro Ultra Full-Time system (left) and Mercedes-Benz planetary gear (right)
Problems cheap repairs.
Viscous and friction clutch systems, as with on-demand systems, are prone to overheating. The Torsen differential did not escape this fate, the gears of which also get very hot and require special graphite oil for cooling.
In addition, on Audi cars, for example, the differential is located in the DSG gearbox, so any problem with the "robot" automatically leads to the analysis of this mechanism.
On complex systems with a separate front shaft, add the drive problems encountered - turning it on / off or the operation sensor.
Accordingly, all kinds of sensors and control electronic units in the event of a failure and the transmission are taken out of the correct mode of operation. The same applies to the operation of the gearbox, the operation of which directly affects the operation of the all-wheel drive. Gimbal backlash and howling gearboxes are a common disease of serious off-road vehicles.
Differential device on sports all-wheel drive models Audi
for cars with a system Full - Time include most modern premium models, expensive or just serious SUVs, as well as certain versions of pickups: Mitsubishi Pajero , Toyota Toyota LC , VW Touareg , Land Rover Discovery
Like it or not, no universal all-wheel drive system suitable for all occasions has yet been created.
Its choice depends solely on the tasks and priorities. Are off-road trips limited to uncleaned primer to the country house? The On-demand system is enough for your eyes. Do you dream of conquering Everest, breaking through the tundra and diving into swamps? You need a Part-time system that can handle a lot away from civilization. But you have to sacrifice driving comfort and gain confident driving skills in rear-wheel drive. Do you want it to be both? Then you need a Full-time system, but it will cost a lot of money both by itself and in repair.
The editors of the magazine "Engine" expresses gratitude to the service center "Stagecoach" for their help in preparing the material.
How is it arranged and what is the difference? Author: Boris Ignashin
To move off-road and feel confident in the corners, you need to "row" all four wheels - this is well known. But how to transfer torque to them? Is it worth it to do it all the time or only when necessary and where are the pitfalls?
The main and unchanging "actor" of all all-wheel drive systems is the transfer case: a special unit that receives torque from the gearbox and distributes it to the front and rear axles. But there are several distribution methods, as well as layout schemes.
All-wheel drive systems are usually divided into three types:
Pros:
4Matic permanent all-wheel drive system (Mercedes-Benz)
Minuses:
The first thing that comes to mind when there is a task to transfer torque to two axles is to rigidly connect them to the razdatka with iron pipes. But here's the problem: when cornering, the wheels of the car pass different paths.
If the axles are rigidly connected, then some wheels will drive, and some will slip. In the mud, when the surface is soft, it's not scary. During the Second World War, for example, the legendary "Willis" quietly drove with rigidly connected axles, because they were operated exclusively on off-road. But if the coating is hard, then these slips will generate torsional vibrations and slowly but surely destroy the transmission.
Therefore, in the transfer case of cars with permanent all-wheel drive, there is an interaxle differential - a mechanism that distributes power between the axles and allows them to rotate at different speeds. And if one wheel slows down, then the speed of the other increases, but the torque on it also drops by the same amount.
All this is great while we are driving on asphalt, but what if we are stuck in a puddle with the rear axle? On the front wheels, which will stand on a hard surface, there will be moment but there will be no revolutions, but the rear wheels will rotate very quickly, but the moment on them will be small. The power on the rear wheel will also be small, and the differential will give exactly the same power to the front. In this case, you can skid for at least an eternity - you still won’t move.
For such cases, the differential is equipped with a lock - when it is turned on, the speed on all wheels is the same, and the moment depends only on the adhesion of the wheels to the road.
Due to the presence of additional nodes (differential and blocking), the whole system turns out to be quite heavy and complex. In addition, the constant transmission of torque to all wheels increases energy losses, which means it worsens dynamics and increases fuel consumption.
Permanent four-wheel drive in the automotive industry is still used, although in recent times this system has been gradually replacing four-wheel drive on demand, which will be discussed later.
Photo: saipanfix.com
Pros:
Minuses:
The differential and locks can also be abandoned, provided that one of the axles is temporarily disabled. According to this logic, the hard-wired all-wheel drive system works.
The axles are connected to each other without a differential, and the moment is distributed in a strict ratio. As a result, high throughput and minimum costs.
Part-time is practically extinct today and is used only on purely off-road vehicles.
It is inconvenient for a modern driver to use this system. It is possible to connect the axis only in a stationary state, so as not to damage the mechanisms. Well, if after riding in the forest you go onto the highway and forget to turn off the four-wheel drive, then there is a risk of ruining the entire transmission.
Pros:
Minuses:
A hard differential lock is not bad off-road, but how do you get the all-wheel drive system to dose the moment in dynamics? The degree of slippage is always different ... The solution was found in the mid-50s.
Active Torque Split AWD system for Mazda CX-7 with multi-plate clutch instead of center differential
The usual mechanical differential was supplemented with a viscous coupling (viscous coupling).
A viscous coupling is a part in which rows of blades connected to the input and output shafts rotate in a special fluid. The input and output shafts rotate freely relative to each other, but the secret of the coupling is in the filler, which increases its viscosity with increasing temperature.
During normal movement, light turns or wheel slippage, the clutch does not prevent the mutual movement of the blades, but as soon as the difference in the speed of rotation of the front and rear wheels grows, the liquid begins to mix intensively and heat up. At the same time, it becomes viscous and blocks the movement of the blades relative to each other. The greater the difference, the higher the viscosity and the degree of blocking.
Today, clutches are used both in schemes with permanent all-wheel drive in conjunction with mechanical differentials, and independently. The drive shaft is connected to the transfer case, and the driven shaft is connected to the additional axle.
If necessary, when one of the axles slipped, part of the moment goes to it through the clutch.
Late clutch designs eschewed fluid in favor of friction discs, which work on the same principle as a friction clutch. If necessary, the electronics "presses" them and starts the transmission of torque. The car can control the dosage of the moment independently, without the participation of the driver.
With all the convenience, the couplings have a number of disadvantages, the main of which is poor endurance on serious off-road. Friction discs overheat from the load, and the clutch goes into emergency mode. Therefore, this system is mainly used on compromise crossovers and cars, where all-wheel drive is needed not to overcome gullies, but for better handling.
The further evolution of all-wheel drive systems, most likely, will be associated with electric motors.
The first electric car with an engine on each wheel was shown at the World Exhibition in Paris in 1900 by Ferdinand Porsche. Then it was, as they would say now, "unviable concept car." The motors were too heavy and the construction expensive. Now such a scheme has clearly more prospects.
There is also potential for a hybrid scheme, where one axle is driven by an internal combustion engine, and the second by an electric motor. However, if we talk about real SUVs, then no electrical innovations and friction clutches will yet replace cheap, simple and hardy mechanics.
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