Mitsubishi Outlander 2.4 AT in the maximum Bortzhurnal The whole truth about the "permanent" all-wheel drive
Not too long ago I wrote here how I got stuck on my ATV.
This case annoyed me a little, and I became very interested in what kind of full drive I had that I could not get out of the snowdrift.
And I went to Google and read the forums and this is how I imagine it.
Four-wheel drive is divided into two large groups, constant complete and plug-in.
Constant. this is when the moment is transmitted to all 4
wheels, for example, my jeep 🙂 one of these
Plugin. this is when the car is mostly driven to one axle, like the front axle, and when the drive axle is sliding, it automatically engages before it is not active (you can also turn it on with the buttons, but usually only at low speed or shit, t for a while), a similar system on the Out XL and the vast majority of modern SUVs.
As you understand, I was interested in the first type of all-wheel drive, permanent.
It turns out that it is divided into a bunch of varieties.
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But first, a little theory 🙂
Differential. it is a mechanical device that allows the wheels to rotate at different speeds.
And this needs to be done stray, because in turns the wheels rotate at different speeds, and in order to make the turn more comfortable and there was no wear on the rubber, the differential allows you to distribute the torque between these wheels in different proportions.
In a four-wheel drive vehicle, for example, in the first differential of the first generation Outlander. One for each axis. front and rear axles, which serve to distribute the torque between the wheels on the respective axles, plus the center axle, which distributes the torque between the axles.
How Mitsubishi Outlander S-AWC all-wheel drive works
Full work drive Mitsubishi Outlander (there is no ESP on the car).
How Mitsubishi Outlander AWD on rollers works
[email protected] www.diffblock.com vk.com/diffblock Mitsubishi Outlander 2013 (2.4l 200hp). testing four-wheel drive .
Thus, in my Out, when it stands on a flat surface, the moment is distributed in equal parts to all wheels, that is, by 25% (by the way, this is not the case everywhere, in Subaru, for example, according to the distribution of axles, which is 90% by type front axle 10% on the back).
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But the ambush is that the differential transfers most of the time to the less loaded wheel, and so when one wheel slips or slips, all the moment goes to it, and the rest of the wheels are stationary!
To prevent this from happening, there are differential locks. Which can always transfer equal time to the axle and wheels.
And castles can be like one. center axle, then the moment is transmitted equal to both axles, but distributed between the wheels along the axles on the basis of the least resistance, therefore, with one lock, it is enough to have two wheels, one rear and one front stall, so that the car can stand up.
And a few. on the plus axis on each axle on each wheel, then the car will spin until all the wheels are stuck :)
And here hard locking i.e. by pushing the button you forcibly lock the diffs and all the wheels always give equal time, it helps the shit and then at least one wheel on a hard surface, on the other hand, it will spin violently to break control.
There are also auto for example, on my Out using viskomufty, which is a kind of garbage with a jelly-like liquid inside, on a miss, something starts to rage there, liquid inside thickens and between the axle differential is blocked,
But viskomufta is not the most convenient for off-road stray. it has been running for a long time and I understand that it does not pass an honest 50% free axle.
And now my case, the right front, which I was in the air, and turned violently, respectively, in the left front moment it did not turn over at all, but on the rear axle of the viscous coupling it was displaced by part of the moment, but apparently it was not enough for the rear axle pulled the front out of the snowdrift, so until I blew up, I couldn't budge.
Perhaps every time we see the words "new", "revolutionary", "unparalleled", we want to exclaim something witty. Something about a bicycle and about inventors, about dogs and the number of limbs, or something no less sarcastic. Common sense, however, tells us that things are not so simple. Not always cars were equipped with electronic stabilization systems, once ABS, which has now become familiar, was introduced into a car for the first time. What about today? The lack of ABS is often puzzling, and ESP has already become mandatory equipment for installation on all passenger cars in Canada, the USA, and more recently in Europe. So what's new offer us MMC engineers? Let's try to figure it out.
Strictly speaking, the abbreviation S-AWC is already familiar to us. This system was first used on the legendary Mitsubishi Lancer Evo X. And, nevertheless, representatives of Mitsubishi insist that although the "letters are the same", everything is arranged a little differently on the new Outlander. In general, the S-AWC itself is not so much a specific solution, a set of units, as an ideological concept, the essence of which, if we ignore the little things, is to provide the car with neutral steering in those conditions when understeer or oversteer develops, plus ensure optimal grip of the drive wheels with the road .
How is this achieved? At Evolution, the system consisted of the following units:
Active Center Differential (ACD), which is essentially an electronically controlled hydraulic multi-plate clutch, the main task of which is the distribution of torque between the axles plus a "soft, smooth lock" of the center differential to optimize the transfer of torque to the front / rear axles and provide a balanced grip mode with expensive while maintaining controllability.
Active Yaw Control (AYC) controls torque distribution between the rear wheels to provide stability when driving in a curve, and can also partially lock the differential to transfer torque to a more "grip" wheel.
Active Stability Control (ASC) provides the best traction to the vehicle's wheels by choking the engine as needed and adjusting the braking force at each wheel. It should be noted that the unusualness of this system was that MMC for the first time introduced force sensors into the brake system (in addition to the standard sensors for such systems - an accelerometer and a rudder position sensor), which provided the system with more accurate data, and therefore a more adequate response. .
And finally, the traction control system (ABS) with a sporty setting. The system receives the speed of rotation of each wheel plus the angle of the front wheels and uses the brake system to release or, conversely, brake each individual wheel.
What about Outlander? Yes, it's no coincidence that we took a close look at the components of the Lancer Evo X's S-AWC system before moving on to the new crossover. Here, the company's engineers do not prevaricate, the system on the "Lancer" and on our car really differ quite a lot in design, as we will now see. So, what units belong to the new all-wheel drive system in the Outlander?
Active front differential (AFD). Regulates the distribution of torque between the wheels of the front axle.
Electric power steering (EPS). It is no coincidence that it is assigned to the S-AWC all-wheel drive system. Its task is to adaptively compensate for the reactive forces on the steering wheel that occur when the moment is redistributed on the front wheels, providing comfortable steering in conditions of active AFD operation.
Electromagnetic clutch. Connects the rear axle, regulates the torque transmitted to the rear axle.
S-AWC control unit. Unlike conventional systems, it uses an expanded set of acceleration sensors to determine the vehicle's direction of travel, as well as angular velocity and lateral loads.
What is the difference? Personally, two caught my eye, and quite serious ones. On the front axle, instead of a limited slip differential, we now have a controlled front differential with the possibility of partial locking and the ability to distribute torque between the wheels. Of course, the inclusion of such a system on the go could not affect the driving in the best way. We would feel all the work on the steering wheel in the form of reactive force, in practice - jerks, and not at the most convenient time, since it is clear that the system will work when driving conditions are, to put it mildly, unfavorable.
But here another subsystem comes into play, namely, the electric power steering. It adapts the gain on the fly, compensating for the change in reaction force on the steering wheel when the active front differential clutch is engaged. And all this is almost imperceptible to the driver and without loss of control.
Thus, we have a sufficient set of tools to influence the behavior of the car, and everything else is in the hands of engineers who program and configure the control system for all these tools for us. What are they giving us?
And give the driver four modes of operation of the system.
The ancestor of the new class, called crossovers, was, oddly enough, Soviet engineers, who by 1973 had designed a full-fledged off-road passenger car with a VAZ-2121 Niva load-bearing body based on the classic Zhiguli units. Such a task was set personally by the Chairman of the Council of Ministers of the USSR Alexei Kosygin in the summer of 1970, when the VAZ did not even reach its design capacity!
The foresight of the authorities turned out to be so obvious that over the next two decades no one in the world presented any adequate competitor, and the USSR, this development, which entered the assembly line in 1977, brought a lot of foreign currency earnings and worldwide fame. And only in 1994 the Japanese Toyota brought its RAV4 to the market. Upon closer examination, it turned out that nothing new had been introduced into the concept, but the Japanese carried it out at a higher technical level. Since then, the two main "generic" features - the comfort of a passenger car and improved geometric cross-country ability - have remained unchanged. But with the implementation of all-wheel drive, the situation is much more complicated.
From Niva to the present day
Consider the main points of the evolution of all-wheel drive systems in "urban" cars.
The Niva and the first two generations of the RAV4 (until 2005) had a permanent mechanical all-wheel drive with free center and wheel differentials and no control electronics. Despite good cross-country ability, such a scheme did not fit very well for passenger cars in spirit - a large number of complex transmission units and mechanical losses in them made operation quite costly, especially against the backdrop of ever-rising gasoline prices. Yes, and such a scheme saved little from diagonal hanging. The first attempt to reduce weaknesses without compromising patency was made by Honda with its CR-V, which was released later than the RAV4 and was able to take into account the competitor's mistakes.
The rapid development of automotive electronics and technology has made it possible to solve the problem of connected axle control on a new level: instead of a primitive viscous clutch operating on the on / off principle, Toyota in 2005 installed an electronically controlled “wet” multi-plate clutch on the third generation RAV4. A powerful 32-bit processor in this system smoothly varied the torque transmitted to the rear wheels over a wide range from 5% to complete blocking almost in real time, which, in tandem with ABS, active stabilization and traction control systems, makes the car's behavior very predictable even for an inexperienced driver when maintaining high off-road (by the standards of cars with high ground clearance) qualities.
True, there is a small fly in the ointment here: at a high load in full blocking mode, the node is quite easy to overheat, as a result of which software protection is triggered, and the car temporarily becomes front-wheel drive. The speed of this unpleasant moment largely depends on the cooling area and the volume of oil filled, but it is impossible to completely cancel it - this is an inherent flaw in any friction gear, so you should not frantically rush the crossover into deep mud or snow for a full-fledged SUV. Such a scheme with minimal variations became the de facto standard in this segment, and the upstarts fell to the bottom of the sales ratings or left the market altogether, like the Suzuki Grand Vitara.
Little blood
Is it possible to improve the capabilities of such transmissions without complicating them like in the legendary Mercedes-Benz G-class or refusing to install an electric motor on each wheel? Quite! The answer to the question lies in the use of cross-axle differentials, but now with a real-time controlled degree of blocking. The very principle of implementing such transmissions is no longer new, consumers could try it on the Honda Legend business sedan and Mitsubishi Lancer Evolution. However, the solutions used in them, although they were distinguished by a high degree of technical elegance, were of little use for the mass consumer due to their complexity and high cost, and often an insufficient resource.
But even here the well-known “wet” electrically controlled multi-plate clutch came to the rescue. Taking advantage of the accumulated experience, Mitsubishi has added a new twist to the updated Outlander Sport - a front active differential (AFD) with adjustable torque distribution between the wheels of the front axle. Speaking in a dry technical language, another tool for active control and thrust vector control has been added. By integrating with the Power Steering System (EPS), active ABS, ESP and rear axle drive control, the output is a new generation system, slightly pompously called S-AWC (Super All Wheel Control).
Unlike conventional all-wheel drive systems, S-AWC estimates the vehicle's angular velocity and allows the vehicle to be more accurately kept on the trajectory chosen by the driver. This compares the actual direction of travel of the vehicle (based on data from the longitudinal and lateral acceleration sensors) with the direction planned by the driver (based on the steering angle sensors) and corrects for understeer or oversteer that may alternately occur during the maneuver.
For the driver, it looks like the car itself helps in the turn, for example, when making a sharp left turn at high speed, the moment is actively distributed not only between the front and rear axles, as before, but also between the wheels of the front axle, and the car is drawn into the desired turn despite resistance centrifugal force.
Does this system provide any benefits to the average driver? Undoubtedly! The saved meter of turning radius or the same meter that was less blown away by the car on the test wet concrete surface during the exit from the "snake" in real life will allow you not to fly into a ditch or roll over. Accidentally late with a maneuver or not calculating the speed, it is now easier to keep the car on the trajectory when there is an insidious mix of ice and asphalt under pure snow. And in off-road conditions, the forced locking of the front differential, accessible by pressing a button, will allow you to get home on time in warmth and comfort, and not go knee-deep in mud behind a tractor to a neighboring village, not having time to climb a high bank after fishing when it started to rain ...
This system should not be considered a panacea. But we admit that it significantly expands not only the capabilities of the car, but also its active safety on the road. In fact, we have a Mitsubishi Outlander that looks similar, but has changed inside. The familiar, now “outdated” Outlander is not bad in itself, and often its capabilities are dictated by the quality of tires and ground clearance, but this system, for which they are asked to pay an additional 20 thousand rubles, came in very handy. It should be assumed that in the near future, most competitors will acquire a similar system, since at the current technical level, the introduction of a new node does not require another revolutionary breakthrough in technology. The only disappointing thing is that so far S-AWC is available only on cars in the maximum Ultimate configuration with a 3.0-liter gasoline V6 (1,479,000 rubles), the share of sales of which is very small, and most buyers who are ready to pay extra for such a system on simpler popular trim levels with 2.4 liter engines, they can run over to competitors if they have time to make an interesting offer. How the first CR-V hit the RAV4...
will be released in 2016 with a restyled body and with new characteristics, the new version will combine the off-road features of its relatives, as well as a sporty element. In the previous version, many users complained about the heavy front of the car. Now the designers have taken into account the wishes - the new version gives the impression of an aggressive crossover. In front of the car acquired chrome moldings.
Salon
In Russia, buyers are presented exclusively with a five-seater version of the crossover. Although the Salon also shows signs of three rows. A convenient feature is the ability to change the angle of the back of the sofa. The landing is comfortable, the space is sufficient in any plane. The interior space of the cabin has not received a global change, only a mirror with an auto-dimming function. From a technical point of view, this car is deeply redone. Tides appeared on the steering wheel and it became even pleasant to hold it. Steering wheel feedback. They did a good job of soundproofing, now the rumble of rubber and external sounds are not so much audible.
Trunk
In the city, we buy sedans and charged hatchbacks for drive and dynamics, and we buy crossovers for the enjoyment of the soul, where cars cannot pass, our crossover will pass. For a lover of vacation trips out of town along forest roads, the main thing is not only the engine size and its characteristics, but also the volume of the trunk to fit everything for outdoor recreation, but here this volume is enough. The total capacity of the trunk is 591 l / 1754 l, which can be opened in three ways. But the manufacturers did not forget about the spare wheel either, the spare wheel is very advantageously located under the bottom of the Mitsubishi Outlander, which will not take up space in Mitsubishi Outlander trunk.
Four-wheel drive Mitsubishi Outlander 2016 available with 3 different engines:
1: 2.0L "DOHC MIVEC"
2: 2.4L DOHC-MIVEC
3. Most powerful for this car 3.0L V.6 DOHC-MIVEC
What is MIVEC? - Technology for automatic control of valve timing (due to this electrical system, optimal power and fuel consumption are regulated.)
A car with average performance - 2.4 liters develops 167 hp. Torque 222 Nm at 4100 rpm, top speed 198 km/h. The ground clearance of the car is 215 mm, the wheelbase is 2 m 67 cm, the volume of the gas tank is 63 liters. The working consumption is 13 liters per hundred. The price of this version is 1,619,990 thousand rubles.
Suspension
The car is also equipped with almost all systems that help to manage this transport. This model passed the diagonal hanging exam successfully. The suspension has become more elastic. The geometric characteristics of the Outlander after restyling have changed - the angles of hanging, exit and frames have become equal to 21 degrees, and this is almost ideal for overcoming any obstacles that the car can drive into. A lot can be said about the Mitsubishi Outlander suspension, but in terms of: Mitsu was redone with an electric power steering and the steering settings were changed, new springs were installed, and the most important thing was that the “shock absorbers” were changed - they have become stronger now the suspension can withstand heavy loads.
On the public road, this car reminds you that there are no miracles in the world, it experiences excitement and rolls almost critical, but you will like it, because this model will not let you feel insecure on the road and off-road. In order to have better handling and off-road patency, the Mitsubishi Outlander has a built-in all-wheel drive mode 4WD LOCK- after it is turned on, the multi-disc clutch locks will be used to the maximum.
If you look at other cars from the side, you will not immediately guess their road potential, but you cannot say the same about the Mitsubishi Outlander, its bold and powerful look immediately catches your eye.
Characteristics Options and prices Photo and video
Basic version
Engine type: Petrol
Engine size: 2.0
HP: 146 hp
Torque: 196 Hm at 4200
Drive: full
Transmission: Automatic
Fuel consumption per 100 km: City - 9.5 liters, Highway - 6.1 liters, Mixed - 7.3 liters.
Maximum speed: 193 km/h
Acceleration from 0 to 100 km/h: 11.1 seconds
Fuel type: AI-92
Wheel dimensions of: 16 x 6.5 J
Tire sizes off: 215 / 70 R16
Instyle 4WD CVT S08
In Russia from 1,619,990 rubles.
