as the polaris rep explained to me..... when you enguage awd above 15 mph it works as previous models... under 15 mph there is a clutch type mechanism that engauges the front wheels.... he said they didnt want it to work above that speed because of the increased steering effort and diving effect that the front wheel holdback creates upon deaccelration.

 

Colt,

Thanks for the reply. I am interested in this Clutch mechanism that locks the front below 15 mph as the actual engagement of the rollers on the axle is a mechanical function of rear wheel slippage and to force application of the Hilliard cage rollers to the axles below 15 mph means there is a new portion of the system that overcomes the mechanical requirement of the 1/5 wheel spin to lock the axles which is the basis of the Hilliard design. If you or anyone else gets further tech info on this I for one would be anxious to hear it.

 

Yes found the info..thanks

[img]i/expressions/face-icon-small-smile.gif[/img]

 

I'm with Xler8ion on this. Does anyone have any updated info/ parts breakdowns that they can share about the ADC system? I know someone stated earlier that it would not retrofit older models. While it might not be economically feasible, I have no doubt that it can be done even if it requires changing the whole front differential assembly. By the way ,does anyone know if it is being produced by Hilliard or someone else? The dealer here does not have a deluxe model in for inspection yet.

 

The parts diagram for the front differential is now available on the Polaris web site. The way I see it works is as follows. There is a electromagnetic coil on the pinion that causes an armature plate splined to the pinion shaft to be attracted to a lobed plate. The lobed plate then runs at pinion speed. The lobe plate rotates and powers a small hydraulic pump that applies pressure to a piston that surrounds one of the output shafts. This piston presses against a muli-plate clutch. The clutch locks the two axle shfts together and I believe locks the spool with the over running rollers to the output shaft. Since the front axle wants to run slightly faster than the rear, this causes the over running rollers to lock to the ring gear.

During non-locked operations, the pump is not driven, so the piston relaxes and the clutch disengages. The residual friction of the multi-plate clutch causes drag on the over running clutch to cause the same drag as the armature/coil of the old design. So it appears that the over running clutch apparently does not completely disconnect like the old system.

The lobed mechanism works similar to the lobed fuel pumps on older carbureted car engines.

 

I don't think i would want a first year version of that system, way too many moving parts.

 

I was at my dealer the other day and asked him if they could retrofit my 05 Sportsman. He thought they would have to change the whole front end along with many of the electronics. He thought it would cost about 1500 to 1800 to do it. I was suprised to see how they now have a two tier price system. A regular or deluxe. For the 700 more for the deluxe you get the front braking system and a winch and aluminum wheels. I sure wish they would have had that deal when I bought mine.

 

It appears to me that if you want the protection that the electronics provides, you will need to replace some electronics modules. However, it also appears that if you are willing to manually turn the locking mechanism on and off yourself, you need a switch to control the current in the pinion coil. You will probably have some serious handling issues if you accidently leave the locking mechanism on while you are driving at high speed. I wouldn't recommend manually overiding the locking mechanism with a switch, but I am sure someone will eventually do it. I suspect the only mechanical modification is replacement of the front differential because there does not appear to be any other changes to any other drive shafts or what not according to the parts lists.