The New Ford Raptor Has Both 4WD & AWD!
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- เผยแพร่เมื่อ 3 ก.ค. 2024
- 2017 Ford Raptor - How The AWD/4WD System Works
What's The Best AWD System? • What Is The Best AWD S...
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From the 2017 Ford Raptor Press Kit:
"All-new second-generation 3.5-liter high-output EcoBoost V6 engine producing out 510 lb.-ft. of torque and 450 horsepower across a wide power band.
- 76 more ft.-lb. of torque (510 ft.-lb. vs. 434 ft.-lb.)
- 39 more horsepower (450 hp vs. 411 hp)
- 23 percent improvement in EPA combined fuel economy (16 mpg vs. 13 mpg)
- 22 percent improvement of torque-to-weight ratio
Available in both SuperCab and SuperCrew, the all-new high-strength, military-grade aluminum alloy body on a high-strength steel box frame with extended suspension height and high-performance springs, and uniquely developed Fox shocks 3-inch racing dampers provide smoother on-road driving with increased off-road control and capability. Unique Raptor specifications include:
Designed for Raptor - The all-new 2017 F-150 Raptor features its own high-strength steel box frames and include a Raptor-only SuperCab configuration with 134.2-inch wheelbase
Lighter, Yet Stronger - F-150 Raptor is up to 500-pounds lighter than its predecessor thanks to its lighter, high-strength military-grade aluminum body, high-strength steel chassis and strategic use of lightweight materials. The results are a more agile, yet stronger chassis with greater torsional rigidity
Upgraded FOX Shocks - Joint-engineered by Ford Performance and FOX, the 2017 Raptor gets 44 percent larger FOX shocks with 3-inch diameter shock canisters (2.5-inch previously) and nine-stage bypass damping for improved suspension control, plus integrated hydraulic bump stops minimize bottoming-out over rough terrain and improved overall heat dissipation
Increased Suspension Travel and Ride Height- With the added 0.8-inches front and 1.9-inch rear wheel of increased wheel travel compared to its predecessor, the 2017 F-150 Raptor benefits from 13-inch front and 13.9-inch rear suspension travel. (Note: F-150 Raptor offers an increase of 5.7-inches and 4.4-inched rear suspension travel vs. F-150 with FX4 package which has 7.3-inches and 9.5-inches of front/rear suspension travel respectively.)
Aggressive Approach, Breakover and Departure Angles - Along with increased ride height, redesigned front and rear bumper overhangs enable the 2017 Raptor to hit the trail hard and fast with its 30-degree front approach angle, 22-degree breakover angle, and 23-degree departure angle
Exclusive Tires and Off-Road Rims - The 2017 Raptor comes with second-generation BF Goodrich KO2 tires designed exclusively for the Raptor’s extended off-road capabilities. Ford Performance mounted them to available 17-inch forged alloy bead-lock capable rims for ultimate off-road traction and durability"
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You never cease to keep teaching me things.. amazing!
Gears and Gasoline so many potato facts still undiscovered! Y'all are the best. 👌
Both of you guys are awesome! It's actually pretty cool to see your comment here!!
just when we thought transfer cases couldn't get more expensive to fix
SuperAWaC it's nothing new.
It's just a normal transfercase, not awd
Haha exactly what I was thinking, just HOW complicated can we possibly make our 'rugged' offroad vehicles. Give me a 20 year old Land Rover with mechanical injection & permanent all wheel drive any day of the week.
Patrick D Yes, but the LT230 which Land Rover has been using for donkeys is a very simple, very rugged design. So much so that people are running 4 times factory torque through them without failure. The one in my truck had was 28 years and 220k miles old and had no problems, and if it did it is a £500 replacement. I would be VERY suprised if the system used in this raptor falls less than 1500usd for a replacement.
This Ford electronic wizardry system I really fear will go the way of the Mitsubishi Super Select 2 system. A great system on a new truck, but an absolute liability after ~10-15 years and 100-150k miles.
CAElite: I drove Land Rovers for years - 2x Range Rover Classic, 2x Range Rover 4.0SE, a Discovery II, and an LR3. I drove one of the Classics off road extensively and the chain on the Borg-Warner transfer case with viscous coupling unit snapped. I replaced it with an LT230 (gear drive) from a Discovery donor vehicle. Great transfer case, although not as strong as a modern pickup transfer case simply because those old Rovers didn't have much power. I think you'll find the Raptor's t-case will be quite reliable. If the electric shifting motor fails, it is easily replaceable on the outside of the transfer case. 15 minute repair. The internals should last the life of the vehicle. I currently own a 2nd-gen Raptor.
Thank you! For explaining the difference within the first 50 seconds! I knew it, however it was very satisfying!
I love how I was like "what's the difference?" and you explained it within a minute. Thank you :D
im learning about 4WD in UNI so this video help'd. I follow almost all your videos. Good stuff man, thanks
Learned something today, thanks.
Always fascinated by the drawings.. 👌👌
Nicely laid out. Simple and easy to interpret. Thanks!
your vids are very comprehensive, thanks.
The Mitsubishi super select also has the same principle . But instead of wet multiplate clutch it has a center differential for 4H mode.
A torsen is not a limited slip differential. If one wheel on that axle loses traction all the power goes to that wheel. it's great if both wheels have traction though as the wheel that is spinning faster gets more torque (it will pull you around corners better).
Nice video ! As always
Great video! Thank you!
great video, thanks
Man I love this truck, going to have to buy one some day.
Same on my Mitsubishi Outlander - electronically controlled even when driving and in gear. lock mode can also be selected like wise and no harmful binding either.
very clear, thank you
love that gray color
I do belive you are mistaken on the clutch pack action: viscous couplings use waffle-holed discs, arranged similar to a normal multi disc clutch, inside a sealed container of a special thick fluid. When one axle begins to slip, the plates spin at different speeds, the fluid spinning tries to pull the non-spinning plates with it as it begins to transfer torque to the gripping axle (kind of like how a torque converter works ). However, if the axle does not gain enough torque through this action, the plates will continue to spin at different speeds inside of the fluid, causing rapid heat build up. The fluid is specially engineered to thicken substantially when heated (and thin when cooled), and will gradually become a near-solid state, until the viscosity is high enough to basically turn the coupling into a solid piece, causing both axles to nearly lock together. This all happens in split seconds. The fluid will also quickly cool down, and thin back out, until normal differential operation resumes. In normal road driving, the mechism does not get enough heat to thicken, as the differential action only occurs in short "bursts" when cornering, and the speeds therein are not different enough. This heating and cooling why the action "locks" and "unlocks" very smoothly in most cases. However, a 4x4 lock is often included, as this mechanism can only handle so much differentiated torque before slipping, similar to a clutch disc LSD in an axle, just cooler-or hotter actually. I do believe talking about viscous couplings themselves would be a great video -not to try to tell you what to teach, just it would be cool.
Any time and object spins inside a fluid it will cause viscous coupling if you want to or not, some systems rely on that fact others try to avoid it.
and also you can have a stall speed on a viscous coupling... But in a clutch pack it relies only on the amount of pressure binding the plates of the clutch. Regardless it is mechanical pressure like on the flywheel clutch of manual transmissions or hydraulic pressure like on the clutch baskets inside an automatic transmission.
Thank you for another great informative video!
awesome vid!
My 2013 Silverado has a MP3023 transfer case that works just as you described. The truck can be driven on dry pavement in the AWD position where the front and rear driveshafts are loosely coupled and slip. The front and rear driveshaft is locked together in the 4WD position.
love your videos man.thanks for the great content!
Very interesting and well explained thank you!
Can you do a vid on the so called 'anti lag' system available on the Baja mode please
Cant wait for the Ranger Raptor!
why I love ford trucks right there
Thanks!
one system which Subaru has used in the past (talked about in an earlier video) has the front wheels locked to the transmission output all the time and there's a wet clutch pack with a hydraulic actuator connecting the rear diff to the output of the transmission, there is then an electronically controlled solenoid valve that bleeds off hydraulic pressure for the clutch pack. if you floor the throttle it leaves the valve shut meaning the front and rear wheels are locked together, it also does this if you manually shift into 1st on the auto shifter or go into reverse. on my car this is also combined with a rear viscous limited slip differential and it works surprisingly well. it has a manual fwd mode to disconnect the rear diff to allow for driving on a spare tire and in the fwd mode it feels like an entirely different car
Jeep had this with SelecTrac since the early 1990s.
2WD, 4WD "Full Time" with viscous center, 4H "Part Time" with locked center, 4L "Part Time" with locked center.
It used the New Process Gear, later called New Venture Gear, NP(NV)242 transfer case.
older jeep Cherokee's had the 4wd "full time" which locked the front and rear drive shafts together and the "part time" 4wd which used a differential in the transfer case allowing the rear and front drive shafts to turn different speeds
Seems great
Yo dawg dis be quite fabulous and exquisite
My 2006 QX56 and 2010 Armada have 2 Wheel, All Wheel and 4x4 modes. In 2x4 mode the front tires still rotate when on the lift and in gear.
You need way more subscribers like millions
GM tried this with the 360 platform.
Then everyone's wife left the system in "auto" which constantly engaged the viscous clutch requiring a new transfer case after 60k-100k miles.
Now we all avoid "auto" like it's the plague.
Ford is doing big things, kinda want one now
My '97 grand Cherokee did too.
You sure about the locking front hubs and 2wd operation? I'm skeptical they would do that and instead just fully disengage the AWD clutch pack, so the wheels would be driving the axle shafts and everything on up to the transfer case front output would be "driven" by the road.
My 1977 dodge w200 with a np203 transfer case is all time 4wd or in other terms is all wheel drive. When you shift the vehicle into either hi or low lock, it puts the truck into true 4wd. This technology has been around since the 60's
Where is the central differential in your drawing? Ideally, that clutch pack should have a differential gear set within it. Without the central differential, no 4WD system can be an AWD in its true sense.
Manulal M Inasu You don't need a center differential to be AWD, you just need to be able to bias torque front to rear. Using clutches to couple the primary driven axle to secondary axle(in this case rear to front). Meaning you have go from having 100% rear bias to 50% based on the amount of pressure created by the clutch. So its technically not a differential, but you can kind of think of it as one.
Maybe I am wrong and you are right. But let me know how that setup is going to take care of a tight cornering where front and rear wheels will have to turn at different speeds. If it's managed by means of a clutch, it will have to allow for a certain degree of slip to accommodate differential speed and that's not very efficient, right? That's not what someone expects in a high-end off-road machine. Even my humble Land cruiser has got a central differential and I guess the raptor will have one too.
Manulal, you´re right there... tight cornering in this particular case will be handled by letting the front axle slip a little over the clutch pack so the mechanical tension between the axles is released. And yes, it is not as efficient as a real center diff. But, when the time comes to let go all the torque and hp of that engine thru a low gear planetary gear in a condition where your tires have enough traction, the central diff would have to be really big to handle that condition. In the other hand, the direct transfer case only needs to be locked with the locking 4wd disk engaged and all the torque is going 50% to each axle. No torque is being handled by the clutch pack in that condition. So the clutch pack solution comes in handy only in situations where you´re driving on hi mode and cornering. Pretty sure the system will release clutch pack pressure if the engine sends too much torque in the awd mode to prevent the clutch pack from overheating-
This is a truly awesome vehicle. It's gonna be so interesting to see how these age, and if they ever depreciate enough for me to afford one !
Great video. Mitsubishi have been doing this for 10+ years
Amazing engineering. Ford should make new owners watch this video.
Jeep Cherokee did this in the late 90's, early 00's. They came in the "Limited" option package. I believe the transfer case was the 242.
I love my 97 4Runner 4WD conversion.
My late 90s Expedition had the same feature.
The Toyota system uses a torsen electric locking center differential. It's a very effective, reliable and durable system.
My 2017 RAM Sport has 4x4 lock and AWD too!
You are obviously very knowledgeable on this topic but from my experience and understanding Auto 4wd and AWD are different. I won't go into how different vehicles transfer power when one or more tires are losing traction, but here's my understanding:
AWD drives all 4 wheel all the time with 3 differentials. One differential for each axle and one differential between the front and rear axle, which allows for use on hard surfaces without binding.
Automatic 4wd typically engages the front wheels only if a certain amount of slippage is detected from the back wheels. Since the front wheels only engage when there is slippage then disengages when there is no slippage there is no need for a differential between the front and rear axle.
So does the newer Raptors have Auto 4wd AND AWD, or only Auto 4wd?
I had an '02 blazer that had both
It sounds like and operates the same as the system that's been used on Expedition at least up to 2017. And some of the earlier Explorers but with added the terrain options to it. The purist 4x snobs typically just knocked it and referred to it as a Software system or simulated lockers as though its 2nd class. It's a proven system that's been around a long time and works very well. Interesting they put in the Raptor and all of a sudden its great.
Awesome!
My 06 explorer had this
I'm a chevy man myself as shown on my TH-cam channel. But I do love this ford raptor
Look into the SPARC DRIVE with Steering Fusion - It's a full-time locked diff that precisely governs differential RPM with a servo motor. It's basically a permanently locked diff that won't bind when turning.
My 2011 sierra 1500 already does this.
On bogus basin road, there is a turn out maybe 3-5 miles before which takes you into some pretty cool off road in trails if you wanted to show articulation or something of that sort.
Higher trim F-150s with the FX4 package have a “4A” all-wheel-drive-like system that Ford says can be used on any surface, at any speed, even for long duration. I use it in heavy rain and it seems to give me better grip with no loss of maneuverability/steering.
Jeeps have been doing this for a long time. My wj has a quadra-trac 2 which has "all-time" 4 wheel drive, but a similar system has been used since early-mid 90s
Can you do a performance video for acceleration and braking on road and off using the different modes? I'm sure a lot of people would like to know how to optimize the performance with this setup and also how it compares to its competitors. Thank you for reading!
So technically it's still not AWD because there is no torque split between the front and rear drive shaft. It's still part time 4WD but with automatic disconnect. A typical awn would have a center differential to allow torque split between the front and rear axle.
I love my Jeep commanders Quadra Drive II system. Full Time 4wd that uses gerotor pumps to lock up diffs. Can be used on ALL road surfaces, no driver input, Can deliver 100% of engine torque to the wheel(s) with the most traction.
The NVG 246 that GM has used since 1999 does this as well, in the auto 4wd position. The concept is identical, the front end locks up and the clutches are applied whenever the rear slips, and the power split depends on load. However, If the clutches cannot transfer enough torque it locks into 4hi, I'm not sure if fords system does that.
Nice explanation and all of that jazz, but my 2013 Platinum F150 had AWD, 4WD H/L and 2WD plus the electric locker on rear axle and think such has been the case on all 4WD 150's for quite some time (the locker being an option). I have been driving the Raptor Super Cab for a few weeks now and it is a much better vehicle. I have the Torsion front axle and it works well, but is not properly called a limited slip as it does not rely upon pressure plates that wear-out, but is a clever geared system. No vacuum controls.
This looks to be almost the exact same system as jeep uses with their IDF suspension systems. The front wheels are splined into the half shafts, and the disconnect happens in the transfer case. If you watch, your front drive line is always spinning in 2WD, or 4WD. When you put it into 4WD Part Time or Full Time, it engages the front driveline in the transfer case and applies power to the front wheels.
If I win the lottery, that would probably be my first purchase
Hey Jason! Thanks for another great one! Can you please explain how front hubs are disconnected from the half shafts in 2wd mode?
Sounds like the "auto" setting on my Chevy Trailblazer...I believe it has a New Process transfer case. Owner's manual says not to drive it with the transfer case in auto unless weather conditions warrant it, as it wastes fuel. And yes, it works great in the snow. The other selections are 2H, neutral, 4H, and 4L. There's a neutral interlock for 4L (even to take it out of low range).
I think your drawing is getting better! Good to see the white board again, it's been a bit.
There have been a lot of comments already about the fact that Toyota's and Chevy's have had 4wd Auto for decades but I do see a difference here. Most of the other systems just apply enough pressure to lock up the clutch pack to create locked 4wd where this system claims to have an actual dog gear that locks the axles together. I don't think this justifies the price but it probably reduces the needed clutch pressure and prevents over heating if the clutches do slip. It is possible the high torque output of the engine created an engineering challenge when trying to keep the clutches from slipping. The other systems do suffer from the possibility that wear and tear could prevent full lock up and make it difficult to get out of some situations.
My 2002 Jeep liberty does this exact same thing. Its called Select Track
My 05 4runner has both too! (-:
The Infiniti Qx56/qx80 has this too
Always wondered what the difference was
just use 3 diffs and lock the center when you need it.....
tankd0g I wondered about this. Makes sense, thanks!
tankd0g Toyota did it with the FJ80 LC and Mercedes did it with the G-Wagon, so it is possible.
Agree with you !!
Using the transfer case like Jeep NP242 Selec-Trac transfer case.
2WD
4WD Hi Part-Time
4WD Hi Full-Time
N
4WD Low
tankd0g Hmm, dunno, never looked that hard at the drivetrain on my dad's. I just know that it says part-time 4wd on the back and you can lock the center diff as well as the front and rear. And you're right about the horsepower, that thing is gutless.
tankd0g
Mitsubishi has been running lockable center diffs for it's Super Select 4WD system since the 1990s. It could use both RWD and AWD on road. Locked center diff mode has both a high and low range. The latest version of it has a 40/60 F/R torque split in AWD limited slip center diff mode and a lockable center diff with high and low talk.
I think my 2010 Chevy Avalanche does this. You have to select which mode via a knob in the dashboard, but it will do AWD and 4WD
@Engineering Explained
The front halfshafts are spinning in 2wd mode because front wheels are spinning.
If I may suggest, when you record a video of the suspension, driveshaft or anything under the vehicle while on the road. Use a flood light or something similar to light up the subject for a better video experience.
Other than that, your videos are awesome.
same with my 2014 jeep grand cherokee
Lots of trucks/SUVs have a selector for 2w/4auto/4H/4L. How is this different/special? **Edit:** Sounds like they're the same mechanically. Any difference is just in how the software splits power I guess.
its because this is a truck thats getting a lot of attention for its high speed capability with the 4A mode engaged.
But why? So I understand the design of this transmission and I see why it would be fine to leave in 4a at highway speeds, but how does the decades old 4a system work that isn't as good?
Normally EngineeringExplained provides the context so I know not just how the featured design works but how it's different than what came before.
They need something to put in the adverts and get people buying, but essentially it is the same old slightly rehashed. This is a common theme in the car industry.
This is no different, he explained it incorrectly.
This has been pretty standard on most Chevy trucks since 1999, it's nothing special or unique, many vehicle have same system. Most people don't like it due to the added complexity. (More parts to fail, more expensive repairs)
Great video, unfortunate that the front cant turn faster than the rear... man, I wonder if anybody uses a system like this, and overdrives the front a little, and allows slip normally, allowing full lock up only to overdrive the front.
My dad had a 2008 GMC envoy and it had 4 wheel all wheel and 2 wheel
I remember a 2006 Chevy Tahoe had it
Grand Cherokees/Commanders/Durangos have been using a New Venture transfer case similar to this design since 2005. Nothing new here. My 2006 Grand Cherokee is always in AWD 4HI and uses wet clutches to send torque to the front axle. It also has an electric motor for shifting which locks the axles together in crawl mode. This system works brilliantly in anything except deep mud where a transfer case that would lock the axles together in 4HI would be ideal.
Awesome show again, how different or similar is it to Rangerover
Just bought a '05 Durango that has a knob for AWD and 4WD
The main question here is what controls the clutch pack? In the Honda system it's kind of a one-way system where when the front slips it sends power to the rear.
My 2011 Mitsubishi Triton has both 4WD and AWD and came with the option for a rear diff locker
Clever!
You should do a video on the Jeep Grand Cherokee AWD/4x4 system(s). They've had it for years!
Jeeps been doing this for decades. By your definition of AWD and 4WD, Jeep Grand Cherokees with the Selec-Trac shift option for the NP242 t-case are 2WD, AWD, and 4WD. It has a 2WD only option, a full-time 4WD for pavement that works like AWD, and a 4WD part-time that locks the drive shafts and is a true 4x4 mode. WJ's have had it since '99 and ZJ's starting in '93. Now Ford puts it in an $65k truck and its something special? Raptors are cool and loaded with tech, but it's hard to beat the value of solid axles on a Jeep with the inline 4.0 and some good locking diffs.
can you do a complete explanation on a Nissan l 24 engine on how it works and the ignition timing to be set, its a carborated engine , this will help me so much thank you
You don't need a Raptor to have this functionality. My 15 Lariat has the AWD mode and it works great.
Told you it was the viscous coupling!
tritons been doing it for years, aleays funny when ford or gm release something its new but mitsi have done it for years and it still works
Hi there! Seeing how winter is on our doorstep, could you please do a Cheap vs Expensive Winter Tire test? :D
Mitsubishi has had this since 1991 with their Super-Select system in the Pajero, Triton, Delica and Challengers
hi jason, i really admire all the knowledge you have about vehicles and all that, i would like to know wich career did you study since im really passionate as you for engines, bikes and cars. wish you the best with this project and remember that red brake calippers add +25 horsepower ;)
My 17 f150 king ranch has this as well. I assumed all the f150 4x4’s had this feature.
Lariat and higher trim levels have it. It's not available on XLT or lower trim levels.