Drive system


Drive system

The Gator™ XUV Series Utility Vehicle has a precision-engineered drivetrain system that fully utilizes engine power, optimizing acceleration, hauling, towing, and hill-climbing capabilities. Power is transmitted from the engine through a continuously variable clutch system to the transaxle.

Key elements of the drive system include:

1) Variable speed drive

Variable speed drive

Consists of two clutches and a drive belt:

Drive clutch is attached to the engine
Driven clutch is attached to the transaxle

Features include:

A low- and high-speed forward gear offering:
- Low range = 0-17 mph (0-27 kph) - 620i
- Low range = 0-15 mph (0-24 kph) - 850D
- High range = 0-30 mph (0-48 kph)
Ability to creep along slowly to maneuver in tight spaces
Engine braking assist
Standard full clutch enclosure (620i only) with high speed fan provides longer belt and clutch life
- Provides greater access through water up to 22 in. high
High-ratio clutches with four cam weights for maximum belt clap load in high torque conditions
Acceleration from 0 to 25 mph in almost half of the time required for the HPX
Powertrain reduction ratios:
- The complete reduction ratios range for high gear is (8.6:1 at top speed and 42:1 at initial clutch engagement
- The complete reduction ratios range for low gear is (17.9:1 at top speed and 86.8:1 at initial clutch engagement
- Note: Delivery and torque to the ground depends on tire size which is a function of nominal size and pressure.

How variable-speed drive works:

1) As engine speed increases, the spring-loaded drive clutch is closed by weights being forced out by centrifugal force.
2) As the drive clutch closes, the belt rides up to the largest diameter of the drive clutch and forces open the driven clutch.
3) With the belt running in the smallest diameter of the driven clutch, the speed being transferred to the transaxle is increased.
4) The driven clutch is designed to sense varying loads (inclines, mud, etc.) and constantly adjusts drive speed upward or downward so that engine rpm remains optimal.

2) Transaxle, MFWD, and CV shafts

Top view of engine

Side shot of clutch enclosure

Rear end shot of transaxle and CV shafts

Operator interface
- On-Demand "True" 4WD System with an auto-locking front differential and dash-mounted electronic rocker switch is best-in-class; when the rocker switch is in the "on" (4WD) position, the front differential will automatically lock for extra traction when needed, but when the rocker switch is in the "off" (2WD) position, the vehicle will remain in 2WD
  - Provides exceptional traction in challenging conditions
  - Maintains "turf-friendly" operation in 2WD mode
Transaxle
- Two-speed fully enclosed oil bath transaxle allows for superior pulling ability
- Cast aluminum design is the most robust in the industry
- Helical forward and reverse gears are used for quiet operation
- Rear traction assist (differential lock) is built in and can be engaged on demand
  - Allows locking the rear drive wheels together
  - Provides increased traction in tough spots
  - Note: Differential design reduces scuffing of the turf during turns because it allows the inside wheels to turn slower than the outside wheels
- Neutral start safety interlock for engine ignition system
- Large, sealed bearings are located inside the housing for better protection and durability
- Contains gear case for transferring power to the MFWD
- Splined shaft interfaces for maximum torque transfer and durability
- All drive gears machined from highest grade gear steel
- Protected by a skid plate
MFWD - Mechanical Front Wheel Drive
- Electromagnetic design is auto-locking for ease of use
  - Performs like a locking differential when engaged, but like an open differential when cornering
  - Offers positive engagement of both front wheels in forward and reverse as a differential package
  - Automatic engagement on the fly - no shift linkages required
- Protected by a skid plate and frame
Drive shafts
- Rear CV shaft diameter measures 1.1-in (27 mm) and designed for peak engine and braking torque (Note: 33% larger than most competitors)
- Front CV shaft diameter measures 0.94-in (23.9 mm) and designed for peak engine torque
  (Note: 25% larger than most competitors)
- Propshaft (transaxle to MFWD shaft) diameter measures 0.91-in (23 mm) and designed for peak engine torque
- All CV Shaft and propshaft joints are maintenance free and protected by exclusive Neoprene boots for durability

Last Updated : 03-Aug-2010