AWD Transit
#1
AWD Transit
Ford has now launched a new AWD transit.
What does everyone think of it.
http://media.ford.com/newsroom/relea...?release=24294
What does everyone think of it.
http://media.ford.com/newsroom/relea...?release=24294
#5
Chief Iron Oxide Farmer.
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Not entirely surprising.
Anyone else remember the old 4WD transit. They made them in the old square shape, a mates brother owns one all jacked up with metal bars as bumpers.
Anyone else remember the old 4WD transit. They made them in the old square shape, a mates brother owns one all jacked up with metal bars as bumpers.
#9
it is targeted at people like the bt and people that have to go across fields and woods. if you go across a field with a normal transit with a load in the back it just sinks down and gets stuck depending how wet it is but being england it always wet.
#13
Chief Iron Oxide Farmer.
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are you talking about the old county 4x4.
Sod pikeys -I'd love a mad 4x4 transit. It'd be the ultimate sleeper with a big mental engine.
#16
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#19
The 4wd system is not from a land rover it is designed by county who made the original 4x4 county transit.
Ford have started making them in production in turkey.
and ford never made the original 4x4 transits it was an aftemarket conversion that county made.
Ford have started making them in production in turkey.
and ford never made the original 4x4 transits it was an aftemarket conversion that county made.
#21
Testing the future
did you read the article completely chip? sounds interesting and should not produce too much of a fuel consumption penalty - 50kg extra weight and not permanent 4x4
can imagine it will be popular in europe for winter conditions
Under normal driving conditions, the Ford Transit AWD only uses rear wheel drive. However, should road surfaces become slippery with rain, snow, ice or split friction, a loss of traction might occur and the rear wheels are likely to slip. Ford's mechanical torque sensor will automatically engage the two clutches inside the front transmission, which at the same time limits the rear axle's overspeed and transfers torque towards both front wheels for additional traction. At the same time the de-stabilising effect of spinning rear wheels is being re-balanced from oversteering to a neutral driving behaviour by the physical torque flow to the front wheels.
A core element of the system is a hydraulically controlled torque sensor inside the front axle transmission. By sensing speed difference between front and rear axles, the integrated oil pump will continuously lock the multi plate clutch to one of the front wheels and gently convert torque to the front wheel.
The system is completely mechanical and free of wear – no service is required during its lifetime, apart from oil level control inside the clutch housings. Another core element of the system is an Eaton-type oil pump inside each of the clutch housings. It uses a small volume of oil to engage the clutches whenever required (transmission oil type 75W-90 BO).
As long as the front wheels rotate on dry and solid ground at the same speed as the rear wheel drive axle, both clutch pumps remain static and the entire hydraulic system is without function – the clutch locking system remains without pressure and both clutches are open. In case of minor speed differences typical for cornering situations, the pumps begin to rotate gently and pump a small amount of oil through the valves of the clutch system, without closing them for straight torque transmission.
As soon as the rear wheel drive shows significant slip, both clutches inside the system engage as the inner rotor and outer rotor begin to rotate at different speeds. At an appropriate speed difference the two hydraulic valve systems close the clutch system to each front wheel, delivering enough torque to either wheel to stabilize the drive situation and reduce overspeed effects at the rear axle.
Once all wheel speeds are adjusted to a close to identical level, the system disengages automatically by releasing oil pressure from the clutch system. In order to adjust the clutch system to different oil temperatures – which may vary from -40 °C to around 100 °C – a viscosity compensation valve is embedded into the system.
can imagine it will be popular in europe for winter conditions
Functional overview: Ford's Intelligent Transit All Wheel Drive system
Under normal driving conditions, the Ford Transit AWD only uses rear wheel drive. However, should road surfaces become slippery with rain, snow, ice or split friction, a loss of traction might occur and the rear wheels are likely to slip. Ford's mechanical torque sensor will automatically engage the two clutches inside the front transmission, which at the same time limits the rear axle's overspeed and transfers torque towards both front wheels for additional traction. At the same time the de-stabilising effect of spinning rear wheels is being re-balanced from oversteering to a neutral driving behaviour by the physical torque flow to the front wheels.
A core element of the system is a hydraulically controlled torque sensor inside the front axle transmission. By sensing speed difference between front and rear axles, the integrated oil pump will continuously lock the multi plate clutch to one of the front wheels and gently convert torque to the front wheel.
The system is completely mechanical and free of wear – no service is required during its lifetime, apart from oil level control inside the clutch housings. Another core element of the system is an Eaton-type oil pump inside each of the clutch housings. It uses a small volume of oil to engage the clutches whenever required (transmission oil type 75W-90 BO).
As long as the front wheels rotate on dry and solid ground at the same speed as the rear wheel drive axle, both clutch pumps remain static and the entire hydraulic system is without function – the clutch locking system remains without pressure and both clutches are open. In case of minor speed differences typical for cornering situations, the pumps begin to rotate gently and pump a small amount of oil through the valves of the clutch system, without closing them for straight torque transmission.
As soon as the rear wheel drive shows significant slip, both clutches inside the system engage as the inner rotor and outer rotor begin to rotate at different speeds. At an appropriate speed difference the two hydraulic valve systems close the clutch system to each front wheel, delivering enough torque to either wheel to stabilize the drive situation and reduce overspeed effects at the rear axle.
Once all wheel speeds are adjusted to a close to identical level, the system disengages automatically by releasing oil pressure from the clutch system. In order to adjust the clutch system to different oil temperatures – which may vary from -40 °C to around 100 °C – a viscosity compensation valve is embedded into the system.
#22
yes it works on wheel slip. you could fit in to a car but the drive shafs are inline with the front of the gearbox which would put the engine a bit more forward than a cosworth. i have been thinkin about doing as is a very good and strong sytem but it might upset the handling with all the weight that far forward.
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