fourlix.... i got it now !!!

thanks for the explainations... i'd like to see that display but i'm a little fer from NM :-)



bye

 

since the front axle and the rear axle are connected together all the time and turn at the same speed,when the front and rear axles turn faster than the front hubs the over running clutches engage locking the front hubs to the axles. they use the same thing,over running clutches in the EBS,when the secondary clutch turns faster than the primary clutch the over running clutch in the engine clutch locks up and you have a direct drive.

 

Linux,

I wore a set of brakes out on a Scrambler in 1 week in the mountains. Engine braking would have made the brakes last longer. If you're not riding all the time in the mountains then I would say it's not a huge worry. But if you ride where its very steep I'd highly recommend a machine with engine braking. Not only because the brakes last longer but also because it's less work to ride a machine with engine braking in the mountains.

 

When AWD is selected in a forward gear, current flows through a coil of wire located in the strut housing, creating a magnetic field. An armature plate coupled to the roller cage is attracted to the magnetic field, and resists rotation, creating drag on the drive roller cage assembly. This causes the roller to climb the ramps of the cam, engaging the hub. Note: In reverse gear the override button must be pushed to deliver power to the wheel coil. With the Polaris All Wheel Drive System activated (AWD selected), the machine operates as a 2-wheel drive vehicle until the rear wheels loose traction. If the rear wheels loose traction the front wheel rotational speed will decrease, causing the front drive axle speed to exceed front wheel speed. Restricting the rotation of the drive clutch of the roller cage will cause the rollers to climb the ramps of the cam, and become squeezed between the ramps and the ring in the hub. When the hub clutch assembly, wheel hub, and drive axle are engaged, the front wheels will drive and engaged until rear wheel traction is regained. When traction is regained, the front wheels will overdrive the hub clutch, pushing the clutch rollers toward the lower part of the cam, disengaging the clutch. The rollers are held in place by the spring. The tension of this spring is critical to AWD hub operation

 

I don't know if the engine braking is the same on the SP 500HO but on my SP 700 the engine braking is real good. In fact sometimes it is too good that I get thrown forward on my SP when I let off the gas. I have rode it down a step hill and I didn't have any problems with the engine braking. the only problem I had was that the rear brake was too touchy, I barely pushed on the brake pedal and the rear wheels locked up.

 

I'm trying to conceptualize this while thinking about how the front hub works on a Sportsman. I understand why we don't have full-time forward AWD until the rear wheels slip because the ratchet in the hub never "catches" and pulls the axles until the driveshaft spins the ring gear faster than the axles are already turning. However, in this setup reverse force applied to the ring gear would cause the the ratchet to just spin, unless there was a different mechanism that locked the system together in the reverse drive position, which is, I think, what you're saying. Do I have it right?

Now, if this mechanism can be "tricked" by the reverse override button into staying locked once in the forward motion, this would be a massive help to the problem of 2WD-only engine braking, and something that I would think Polaris would address. It still wouldn't solve the problem of AWD lockup because any forward force applied to the driveshaft would now just ratchet freely, but if this does work, it's an excellent hidden "feature". I can't wait to try it on my SP700!

-Mark