The small-tonnage Ford Transit lacked only a modification with all-wheel drive to finally consolidate its success in Russia. And this is in our country, where the patency of roads in many regions directly depends on the time of year! But everything is changing: now the 4x4 Transit has become available to Russian customers.

Disguised all-wheel drive

If you put a conventional rear-wheel drive Ford Transit next to it and its all-wheel drive modification that has recently appeared in our country, then you won’t immediately determine which car is which. You can walk around for a long time, look under the bottom of the car or under the hood, but the riddle will still remain unresolved! Unless you accidentally noticed a small AWD nameplate on the back door of the cargo compartment of one of the light-duty trucks, you can give the correct answer to it. But even this clue will not be confirmed when you open the cab door of the all-wheel drive modification and find yourself in the driver's seat: there are no transfer levers or differential lock buttons here! The question involuntarily arises: did the Ford team manage to come up with some kind of new design all-wheel drive transmission? This is partly true. Compared to its rear-wheel drive counterpart, the Ford Transit modification with the AWD nameplate has become heavier by only fifty kilograms, and its fuel consumption has increased by less than 10%! So what is this miracle powertrain that makes the all-wheel drive Ford Transit different from other 4x4 small commercial vehicles?

Transmission Secrets

The main feature of the all-wheel drive transmission of the Ford Transit light-duty vehicle lies in its unusual design. front axle, each of the semi-axes of which is joined to the main gear through a freewheel hydraulic clutch. Its principle of operation is no different from the principle of operation of a multi-plate clutch with an automatic drive, only the built-in oil pumps act as the latter. It costs only the main gear, due to slipping rear wheels accelerate relative to the speed of rotation of the front, the hydraulic pumps will immediately increase the pressure in the clutches. As a result, the friction discs are compressed and all four wheels are already connected to the transmission. When their rotational speeds are equalized, the clutches are released and the car continues to move in rear-wheel drive mode. It is interesting to note that the mentioned clutches play the role of not only lockable cross-axle, but also lockable center differential.



For creating Ford modifications Transit with a 4x4 wheel formula, the developers used as the base rear wheel drive car, although in the model range of this family of small-tonnage vehicles there are also front-wheel drive versions, in which the engine is not located longitudinally, but transversely. There is nothing surprising in such a choice: the layout power unit and the drive of the drive wheels in the rear-wheel drive modification is more suitable for its transformation into an all-wheel drive. It should also be noted that the 4x4 wheel arrangement is acceptable only for those Ford Transits that are equipped with a 2.4-liter Duratorq TDCi diesel engine with 140 hp, 6-speed mechanical box gears and rear wheels with single tires.

Pros and cons

In fairness, let's say a few words about the disadvantages of the transmission developed by Ford Motors designers. Chief among them is the impossibility of forced connection of the front wheels. In Russian realities, many of the owners of a light-duty vehicle, having fallen into difficult road conditions they would feel much more confident if they had a key or lever at hand, with which they could turn on the all-wheel drive mode themselves, and at the same time block the differentials. After all, automation, with all its perfection, always works with some delay, which can adversely affect the patency at the most inopportune moment.

Other disadvantages of the all-wheel drive Ford Transit include a completely unchanged ground clearance, which will make it difficult to move along any deep rut, as well as an approximately 20% increase in price. However, an increase in the cost of the all-wheel drive version relative to the usual one was to be expected.

Now let's move on to the positives.

Let's also start with the main thing: the automatic operation of the front axle couplings allows a driver who does not have certain skills, when he gets into difficult conditions, to fully concentrate on the traffic situation, without being distracted by transmission control. In addition, the transition to all-wheel drive has not led to a deterioration in the stability, handling, smoothness and dynamism of the light-duty vehicle. That is, by maintaining the curb weight and center of gravity at the level of the rear-wheel drive version road performance The all-wheel drive Ford Transit has not undergone noticeable changes, which does not happen often with such a transformation. The car has not lost any in carrying capacity, or in efficiency, or in the size of the cargo compartment, which means it can be used just as successfully in commercial transportation as the basic rear-wheel drive version.

Konstantin Zakurdaev

Technical Ford specifications Transit AWD

The two-liter "diesel" EcoBlue, first demonstrated in the spring, is replacing the 2.2-liter engine. It is presented in three power options - 105, 130 and 170 hp. Traction performance compared to its predecessor has been improved by about 20%, and efficiency by 10%. For the novelty, a start-stop system is optionally available, with which the average fuel consumption will be about 6.1 liters, that is, the efficiency indicator is already 13% better. Ford even calculated the benefit in money: for 130,000 kilometers of operation, the owner of a 105-horsepower Transit with a 105-horsepower diesel engine will save about 1,600 euros (about 116,000 rubles). Also, motors will save on scheduled maintenance.

In the photo: all-wheel drive Ford Transit

Intelligent system all-wheel drive has been upgraded to work with the new 2.0 EcoBlue: more compact dimensions and a weight reduction of 10 kilograms compared to the third generation. Ford officials said AWD will provide improved traction, including on difficult surfaces; torque is distributed between the axles using a specially designed control unit - in normal driving mode, 100% of the thrust falls on rear wheels, if necessary, it can be distributed in a ratio of 50:50. The all-wheel drive system will be offered for the 130- and 170-horsepower versions of the Transit, as well as other models in Ford's commercial lineup, in early 2017.

In the photo: Ford Tourneo Custom with "automatic"

For front-wheel drive Transit models with 130 and 170 hp engines. from the beginning of 2017, an automatic six-band will be available automatic transmission SelectShift. When you select Transit on "automatic", the "start-stop" system is installed by default. They promise very fast switching - about half a second. The automatic transmission is adaptive, that is, depending on the slope and workload, the algorithm of the box changes.

Pictured: Ford Transit Custom Kombi with rear air suspension

Ford Transit Custom Kombi M1 and Tourneo Custom by the end of 2016 will receive a unique pneumatic for the segment rear suspension, which is able to maintain a given amount of ground clearance with an increase or decrease in load. Also, for these passenger models, the stabilization system was improved, and new assistants appeared in the list of options - a stabilization system for crosswinds and.

And finally, the list of Ford's new products at the Hannover exhibition completes the Sync 3 multimedia with a new processor, an improved touchscreen and voice commands. Compatible with Android and iOS devices. It will be offered for Transit, Transit Connect and Ranger models.

full time all wheel drive with viscous coupling locking planetary gear differential.

Escort RS2000 center differential

Ford Mondeo-

full time all wheel drive with 58/42% torque split (front/rear) via free (non-lockable) planetary gear differential.

Ford Mondeo gen. I planetary gear center differential and all wheel drive layout

Ford Scorpio

full-time all wheel drive with viscous coupling locking planetary gear center differential. 37/63 front/rear ratio.

The constant drive was realized as follows. Behind the common 5-speed gearbox, the ZF transfer gearbox with interaxle differential was mounted. Planetary gear set of the interaxle differential distributed the torque in 37/63-front/rear ratio. The differential included viscous coupling with lock-function. To the rear, the transfer gearbox extended in two-section cardan shaft propelling the rear axle with bevel gear differential and axle shafts with CV joints. The rear axle differential included viscous coupling with lock-function for improved traction. Front axle propulsion comes out of the transfer gearbox aside the engine axe. There is a 1:1 chain transmission.
The transfer gearbox is connected to front bevel gear differential using short cardan shaft. The front differential is mounted on crankcase, therefore the propulsion of front left wheel must have been constructed using a shaft leading through crank case. The shaft was split into two parts to ensure smooth and reliable operation. The parts used in this configuration are rather special and therefore expensive.
On all 4WD cars, the most powerful motors were mounted only, at first 2.8 (till 1987, very rare car), then 2.9litr (engine equipped with catalys. has torque - 229 Nm, than 222 Nm, at standard engine). Also You can understand that you have business with 4x4 before 1990, thanks to black windows ornament. Also 4x4 version was produced as GL and as Ghia set. After 1990 only in GL version (not in England). All 4x4 cars were equipped with a 5-speed manual gearbox. Main bodyes was: hatch and saloon, but there was also Tournier version, but it's a very rare car, I have met only 1 in my life.
Oh, yes, 4x4 technic was designed by Fergusson, it "s very famous firm, and it" s helped to Ford with Sierra 4x4 also.

Sierra-

Full-time all wheel drive with viscous coupling locking planetary gear center differential. 40% front / 60% rear (35/65% ??) torque distribution under normal conditions.

Sierra 4x4 layout
ford-sierra-4x4-differential

transit

Automatic all wheel drive. Normally rear wheel drive vehicle. When rear wheels slip, torque is transferred to the front wheels via two multi plate clutches, installed in the front axle - one clutch for each of the front wheels. Each clutch incorporates an Eaton-type oil pump.

After the introduction of the AWD G1 system on Ford vehicles Transit exits AWD G2 - new system all-wheel drive of the second generation, which in addition to the previous one includes the expansion of capabilities electronic control, increasing functionality and increasing system responsiveness.

As well as the AWD G1 all-wheel drive system, the AWD G2 system has a number of advantages: the ability to connect the drive to all four wheels, depending on the need (road conditions).
Four-wheel drive is connected after slippage (loss of traction) of the wheels rear axle, resulting in hydraulic pressure in the clutch, through which the torque is transmitted to the front wheels.
The AWD G1 system uses hydraulics to determine when the mechanical valves close and connect the front drive. The advantage of the AWD G2 is that after a rear wheel slip, the intelligent electronic controller detects the spinning wheel and acts on the solenoid valves, allowing faster front axle engagement and more precise control of 4WD engagement/disengagement.

The second generation all-wheel drive system has an automatic and manual shift mode.
At automatic switching the all-wheel drive system is connected only in cases of need, for example, when the rear wheels slip on slippery surfaces. Connecting and disconnecting the system is regulated by electronic systems.
When manually shifted, the valve closing system results in an almost instantaneous engagement of the all-wheel drive, which is activated for the period of time required by the driver.

The figure below shows a comparison of the operation of first generation and second generation all-wheel drive systems in automatic and manual modes.

The blue line shows rear wheel slip, two cycles of slip are shown for clarity.
The chart describes the following:
Second generation AWD with manual shifting. When the button is pressed, the solenoid valves close, hydraulic pressure acts on the front axle coupling. The front wheels will be connected until the brake pedal is pressed.
AWD second generation, with automatic connection all-wheel drive uses an electronic readout of rear wheel slip. The control system manages the connection / deactivation of the front wheels and allows you to keep the car on slippery surfaces.
In first generation AWD front-wheel drive works with some delay, after a long slippage of the wheels of the rear axle. As soon as the rear wheels grip the pavement, the hydraulic pressure drops and the front wheel drive is disengaged.

Control Trac

ControlTrac 4-wheel-drive™ is the brand name of a selectable part-time/full-time four-wheel-drive system offered by Ford Motor Company. The four-wheel-drive system was designed and developed at BorgWarner in the mid 1980s. BorgWarner calls the system torque-on-demand (TOD). ControlTrac was the first automatic part-time/full-time system to use software control and no planetary or bevel geared center differential. Instead of a planetary or bevel geared center differential the system uses a infinitely variable electromagnetic multi-plate clutch pack based center differential.

ControlTrac made its first debut in late 1994 (for the 1995 model year) on the second generation Ford Explorer mid-size sport utility vehicle. A heavy-duty version of ControlTrac was introduced in 1996 (for the1997 model year) on the first generation Ford Expedition full-size sport utility vehicle.

Transmission Control Trac II: permanent drive to the front wheels and connected through a multi-plate clutch RBC (Rotary Blade Coupling) rear-wheel drive. The coupling is located between the shank of the second cardan shaft and reducer rear axle.
Auto mode - the RBC clutch transfers torque to the rear wheels automatically when the front wheels slip.
4x4 Lock mode - forced electromagnetic locking of the clutch with a rigid distribution of torque between the axles in a ratio of 50:50.

Rotary Blade Coupling (RBC, JTEKT Corporation)

Ford Explorer
Ford Expedition
Ford Expedition EL/Max
Lincoln Navigator
Lincoln Navigator
Lincoln Navigator L
Ford Maverick V6

Modification L2H2

Options gross weight:

Engine option:

Drive unit:

Front

Load capacity:

Front 1650 kg

• cargo compartment

  L × H × W of the cargo compartment, mm - 3044 × 1886 × 1784

  Side door opening width - 1300 mm

  opening width rear doors- 1565 mm

  Load securing loops raised above floor level for easy load securing

  Washable solid protective covering floor makes it easy to keep the van clean

  The widest side door in the segment allows easy loading, even with a forklift

  New body

  Excellent handling combined with spectacular design and economy.

  Wide side moldings

  Cabin interior

  Steering column height and reach adjustable

  Heated passenger seat

  Armrest height adjustment

  Electrically adjustable and heated mirrors

  8-way driver seat adjustment

  Four-wheel drive

  Security

  The all-metal Ford Transit van is equipped with many different systems and technologies for your safety.

  Heavy duty boron steel body

  Airbag driver and passenger

  Hill start assist

  ESP system

  ABS system

  Traction control system TCS

  Hands Free via Bluetooth

  GVW option 2.5 t

  To reduce the amount of transit freight transport through residential areas, improving the environmental situation and the comfort of living for citizens, the Moscow Government is gradually introducing a cargo frame system. "Cargo frame" is the division of streets into two zones: the "cargo frame" itself and "residential development".

  Free movement is allowed on the streets of the cargo frame trucks. AT residential areas movement of trucks with a license maximum weight more than 2.5 tons is allowed only for servicing enterprises or residents within the district with supporting documents.

  The mid-base Ford Transit all-metal van is available in a 2.5 tonne GVW option, allowing the vehicle to be operated unhindered outside the load cage.

  Ford transit long base from RUB 1,327,500

  Modification L3H3

  Gross weight options:

  Engine option:

  Diesel 2.2 L, Duratorq 125 hp/350 Nm

  Drive unit:

  Front

  Load capacity:

  Front 1750 kg

  • cargo compartment

    L × H × W of the cargo compartment, - 3494 × 2125 × 1784

    Side door opening width - 1300

    Rear door opening width - 1565

    Vertical walls of the cargo compartment increase the usable volume

    Length and volume increased

    Metal partition with viewing window

    Loops for fixing the load are raised above the floor level

    Washable solid floor protection

    Four-wheel drive

    All-wheel drive system provides additional traction in difficult conditions

    Automatically increases engine torque, which is transferred to the wheels with maximum traction

    Exterior

    Impact-resistant plastic faceplates

    Parking sensors - front/rear

    Wide side door (1300mm) allows you to load a Euro pallet

    Wide side moldings

    Excellent car maneuverability

    Cabin interior

    The interior of the Ford Transit is as ergonomic as passenger car interiors.

    Steering wheel audio control buttons

    Heated driver's seat with armrest

    AM/FM audio system with AUX, USB, Bluetooth

• Ford is rolling out an intelligent all-wheel drive system to the new Transit lineup.
• AWD (All Wheel Drive) is offered for the rear-wheel drive Transit with single rear wheels, 2.4-liter diesel engine Duratorq TDCi with 103 kW (140 hp) and a six-speed manual transmission.
• AWD all-wheel drive system improves traction without compromising dynamic characteristics and ground clearance.
• The unique system includes a hydraulic clutch with a freewheel mechanism and an intelligent system for variable torque delivery to the front wheels.
• Ideal for utilities, hotels, ski resorts, police, forestry.
• The premiere of the new all-wheel drive Transit took place at the Hannover exhibition commercial vehicles in 2006 year.

Ford enriches the popular Transit model range with an optional all-wheel drive (AWD) system. Fully mechanical system AWD automatically delivers stepless torque to the front wheels when driving on slippery surfaces when needed. This new option is designed specifically for buyers who often travel on slippery roads.

The recently launched Ford Transit lineup showcases the flexibility of commercial vehicles - offering a range of environmentally friendly and fuel efficient engines, front or rear wheel drive, multiple body configurations, an optional front axle with increased maximum load and passenger car comfort.

The all-wheel drive system for the Transit is offered with a 103 kW (140 hp) Duratorq TDCi 2.4-liter diesel engine and a six-speed manual transmission.

The system works as follows. Enclosed countershafts transmit torque from the transmission main shaft through a helicoidal gear train to the front axle. The axle shafts of the front axle are connected by hydraulically controlled multi-plate clutches.

The all-wheel drive system is purely mechanical and self-activated, meaning the driver is not distracted by turning on the system and can therefore concentrate entirely on driving. In addition, the system significantly increases traction capabilities and has a positive effect on the vehicle's driving characteristics, as well as safety.

“The Transit's AWD system improves driver confidence when driving on slippery roads,” says program chief engineer David Gregory. "And the intelligent system design reduces friction and mechanical losses compared to other AWD technologies."

At the same time, the main advantages of the Ford Transit were not sacrificed. With smooth, intelligently controlled torque transfer to the front wheels via an intelligent hydraulic freewheel, the Transit's renowned driving performance is fully maintained under all driving conditions. Standard ground clearance is also maintained, as this compact and lightweight AWD system does not require the use of a bulky differential case.

Thanks to AWD's integrated helicoidal Z-drive system, the weight of the front axle is increased by only 50 kg compared to the standard rear-wheel drive Transit, while the weight of the rear axle remains unchanged.

The AWD system for the Ford Transit will be available in rear-wheel drive, single rear-wheel drive vehicles with a wide range of cabs, including single and double cab chassis, the M2 minivan, Kombi vans with and without bulkhead, and the standard Transit van range, including the double cab van. . The AWD system will be equipped with low, medium and high roof versions, medium and long wheelbases.

Sales new Ford Transit with all-wheel drive system began in Europe in early 2007.

The main buyers of the new model are people who often drive on slippery roads and in bad weather conditions. The Transit with AWD has excellent off-road capabilities, but does not have increased ground clearance and thus maintains standard loading heights. This makes the all-wheel drive Transit an ideal shuttle for ski resorts and mountain hotels where drivers often have to deal with traction-reducing snow and ice.

The new Transit with AWD is ideal for government users - police, forestry, rescue and fire services. It gives confidence in the ability to maintain control over the car in situations that conventional cars can not handle. AWD-equipped Transit ambulances will remain mobile in adverse conditions and transport patients safely to hospitals, even passing easily through places on the road where they previously skidded on slippery surfaces.

Utilities will also benefit from the Transit's all-wheel-drive capabilities by being able to confidently perform field work (such as driving across a field to repair a mast) with one vehicle instead of two (such as when a second vehicle is used to help the first vehicle out of a slippery area). This will save time and resources that can be used more efficiently.

“The all-wheel drive system is completely transparent to users, it does not require driver intervention and does not impair the basic commercial qualities of the car. It greatly enhances the Transit's capabilities, increases safety and flexibility for any kind of transport, and really enriches the range,” adds Gregory.

Functional overview of the intelligent all-wheel drive system for the Ford Transit. Under normal driving conditions, the Ford Transit AWD uses only rear-wheel drive. However, if the road surface becomes slippery due to rain, snow, ice or small stones, traction may be lost and the rear wheels will begin to spin. A mechanical torque sensor will automatically engage two clutches in the front transmission, which will simultaneously limit rear wheel speed and transfer additional torque to the front wheels for increased traction. In this case, the destabilizing effect of the spinning rear wheels is reduced due to the power supply to the front wheels, oversteer disappears, and the car behaves in a normal way.

The main element of the system is a hydraulically controlled torque sensor located in the front axle transmission. When a speed difference is detected between the front and rear axles, the built-in oil pump activates a multi-plate clutch that transfers power to one of the front wheels and smoothly redirects torque to that wheel.

This system is completely mechanical and requires no maintenance during its entire life, except for monitoring the oil level in the clutch housings. Another key element of the system is the Eaton oil pump located in each clutch housing. It uses a small amount of oil to engage the clutches when needed ( transmission oil type 75W-90BO).

As long as the front wheels rotate on dry and hard ground at the same speed as the rear drive axle, both clutch pumps remain static and the entire hydraulic system does not function - there is no pressure in the clutch blocking system, both clutches are open. When there is a small difference between speeds, typical for cornering, the pumps begin to rotate slowly and supply a small amount of oil through the valves of the clutch system, without closing them for direct transmission of torque.

With significant rear wheel spin, both clutches are engaged as the inner and outer rotors begin to rotate at different speeds. At a certain speed difference, two hydraulic valve systems connect the clutches to the front wheels, which begin to receive enough torque to restore vehicle stability and reduce the effect of increased rear axle speed.

When the speeds of all wheels are approximately equal, the system is automatically switched off due to a decrease in oil pressure in the clutch system. To adapt the clutch system to different oil temperatures, which can vary from -40 °C to 100 °C, the system is equipped with a viscosity compensation valve.

“We are delighted to be able to offer this unique AWD system to Transit customers as a factory option,” concluded Joe Bacage, Vice President of Product Development, Ford of Europe. "The Transit AWD demonstrates Ford's commitment to keeping the Transit range at the forefront of the highly competitive European mid-sized commercial vehicle market and to respond to specific customer needs."