Welcome, World Wrestling Federati . . ., I mean, ATV Drivetrain, fans!

What would you like to talk about? What are your experiences and ideas on different ways to get the rubber on the road? At least, to get POWER to the rubber on the road?

We have 4WD systems with limited-slip front differentials (whose effectiveness varies); 4WD systems with locking front differentials (two models of Suzukis only); aftermarket lockers for some 4WD systems with differentials.

We have AWD systems (with NO differentials at all) that remain in 2WD until slippage occurs between the front and rear wheels; then, the front hubs engage and power flows to all four wheels.

We have 2WD systems with spooled rear axles, and one locking rear differential (Kawasaki Bayou 300 2WD only).

We have gear-driven auto-clutching manual tansmissions, hand-clutched manual transmissions, and belt-driven "automatic" transmissions; soon, we expect a hydrostatic drive automatic transmission (Honda Rubicon).

All the above are fair game! Let 'er rip!

O.K.; I'll go first; I enjoy a 4WD manual transmission's extra control available from engine compression braking, transmitted to all four wheels, when descending gnarly hills and slopes.

Tree Farmer

 

Mine is just limited slip and i needa locker BAD....i saw a guy at an atv park in longview texas that hada 99 bigbear and he said the so called locker in his front diff. would allow 1/3 of a turn in one front tire before the other tire would get power..I was just curious if anyone else has somethin like this or even know about it....seems it would be nice when takin corners or just turning period and would be competative with a the locker from high lifter in the mud even though HL's locker actually gives u true 4wd all the time.

 

I am surprised some one has not come with a air locker or electric verson for atv use yet.seems to be the hot thing for trucks.well back to the polaris thing where are the sensors located?I have not found any thing that I would call one.

 

Well, I have to say the Suzuki King Quad has everything I've ever wanted in a 4WD vehicle. So much so that I've abandoned the full-size rigs (land cruiser,jeep,etc.). For those that don't know, the KQ has selectable 2 or 4wd, selectable locking front differential, 5-speed auto clutch, Hi,Lo,and Super-lo range selection, 5-step adjustable all independent suspension, and rear transaxle for highly efficient power delivery. It truly is a marvel. Here's one example of where super-lo range was required recently; I was doing some exploring on a thickly overgrown logging trail and came upon a fallen tree grounded over the trail with no way around. It was about the same diameter as my front tires. I shifted to super-lo, first gear then dismounted and gently walked the quad using some muscle, over the obstacle, remounted and continued until the trail shortly ended. Coming back I decided to try the log mounted. I squared up to it, shifted back to super-lo, first gear and and applied light throttle and up it walked! For the sake of comparison I backed down it,and shifted to regular-lo,first gear and tried driving back up on it but it wasn't going to happen, it was as if I was up against a vertical wall, the motor would just start to bog down. So back to super-lo and I creep the front tires up and over until I'm high centered, then I have to lean back to get the rear tires to come forward until they're in contact with the log, now I stand and shift my weight forward and the quad plops on over, rocking/slipping on the skidplate, until the front tires grab ground to help pull me off and away I go with a bug catching smile!
Z

 

TreeFarmer-Do you know where I can buy some planetary axles ala monster truck for my Honda?

 

I enjoy the manual clutched transmissions, these are the best for racing and riding, in my opinion. but they arent worth a **** when you are trying to get up a real steep incline without a decent run at it, i learned that the hard way, I was trying to get out of a creek bed and i was trying to get up the embankment and could not do it, cuz of the clutch and no running start, so i kept putting my 250X on its tail end and bending the already broke grab bar that i had welded back together a few short days ago, damn that hurts, but at least the quad stayed up right and didnt flip on me or anyone else, it sucked but it was a learning experience.

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RangerSX 1987 Honda 250X(completely stock)

 

If you read my posts at all, you will notice I am not a fan of belt driven CVT's when used on atvs. Admittedly I don't have a great amount of experiance with them on atvs, but I do on various other vehicales, such as snowmobiles, and even a 76' chapperal dirt bike I had when I was a kid. The main reason I don't care for this type of transmission on atvs is that they are not well suited to the conditions in which atvs are used, ie. Mud, water, heat, and dirt. Don't get me wrong I understand the attraction of this type of transmission to some people, ease of operation etc. I just feel that the advantages don't out weigh the disadvantages. On another note, I hear alot of people say they like CVT's, because they keep them in the right gear ratio all of the time. I don't believe this is true, close but not true. Has anyone noticed the way the helix on the secondary pully of some snowmobiles is cut? It is cut with various steps to hold engine rpms thus creating "shift points". Also the same thing is done on primary cluches with multi angle ramps. And how about back shifting? In other words when climbing a steap hill, will a cvt back shift enough to raise engine rpms enough to get the motor back in the meat of the power band? I don't know the answer to this as all the snowmobiles I have owned had more than enough HP to over come this problem. But I could see where it could be a problem on under powered quads, like a sportsman 335. Will they back shift at all when under full throttle and you are losing momentum? Just my two cents, and nobodys bargain at that price! Later Bob.

 

Sportsman400, you are surprised no air- (e.g., ARB) nor electrically-operated lockers appear for ATV's.

I'm also puzzled there are no "automatic" lockers, like the Detroit Locker, available.

An automatic locker allows differential action until torque from the driveshaft locks both sides. When locked, equal power flows to each wheel; when unlocked, full differential action occurs. I believe a practical product like this would prove popular, as would the air- or electrically-activated lockers you mention (hey, with an air locker, you get an on-board air compressor for your tires!).

Tree Farmer

 

if i'm not mistakin', doesn't a detroit locker work like a rachet? my thoughts were that it lets either wheel go farther than the other {as in the outside wheel on a turn},but neither can turn slower than the locker.it seem to me this would solve the steering problem,while insuring both wheels driving when needed.in any event,i wish someone would come out with something other than a spool to solve this problem.

 

Detroit Locker. When unlocked, it works like a ratchet. However, when locked (by torque from the driveshaft), forget about it! It's locked, man!

Making a turn on pavement under power, the inside rear tire goes, "Chirp! Chirp! Chirp! (etc.)," because it's locked to its outside twin.

When unlocked, the outside wheel "ratchets" past the inner one, permitting differential action.

The Detroit Locker has more "play" or slack in the driveline than a conventional differntial, but not objectionably so.

The arrangement (automatic locker) would be ideal on a 4X4 ATV in my opinion.

Tree Farmer

[This message has been edited by Tree Farmer (edited 01-14-2000).]