The Gator™ XUV Crossover Series Utility Vehicle has a precision-engineered drivetrain system that fully utilizes engine power, optimizing acceleration, hauling, towing, and hill-climbing capabilities. Power is transmitted from the engine through a continuously variable clutch system to the transaxle.

Key elements of the drive system include:

VARIABLE-SPEED DRIVE

Variable-speed drive

The variable-speed drive consists of two clutches and a drive belt:

• Drive clutch is attached to the engine.
• Driven clutch is attached to the transaxle.

Features include:

• The engine braking system utilizes a tight belt for operation, requiring an idler sleeve on the primary clutch for neutral. The secondary clutch is a build- on-shaft design that utilizes a cam to tune the acceleration and deceleration of the vehicle. The clutch stays engaged, providing deceleration until approximately 5 km/h (3 mph).
• The continuously variable transmission (CVT) air intake draws in cool air to reduce heat and the amount of water ingestion into the CVT system. The system reduces belt slippage and improve durability.
• A two-range transmission provides:
• Ability to maneuver in tight spaces and increased pulling torque in low range
• Faster speeds and reduced transport time in high range
• Standard full-clutch enclosure with high-speed fan provides longer belt and clutch life
• High-ratio clutches with three cam weights for maximum belt-clamp load in high torque conditions

How the variable-speed drive works:

1. As engine speed increases, the spring-loaded drive clutch is closed by weights being forced out by centrifugal force.
2. As the drive clutch closes, the belt rides up to the largest diameter of the drive clutch and forces open the driven clutch.
3. With the belt running in the smallest diameter of the driven clutch, the speed being transferred to the transaxle is increased.
4. The driven clutch is designed to sense varying loads (inclines, mud, etc.) and constantly adjusts drive speed upward or downward so that engine rpm remains optimal.

TRANSAXLE, FOUR-WHEEL DRIVE (4WD), AND CONSTANT VELOCITY (CV) SHAFTS

Operator interface features:

• Selectable 4WD system with a limited slip front differential and dash-mounted electronic rocker switch
• Provides exceptional traction in challenging conditions
• Near instantaneous torque to the front wheels once rocker switch is engaged
• Maintains turf-friendly operation in two-wheel drive (2WD) mode
• Combined with rear traction assist (differential lock), provides excellent traction in challenging conditions
• More control descending hills with 4WD engaged as all four wheels help slow the vehicle down
• Clutch engagement still necessary to prevent free coasting

Transaxle features:

• Low, high, neutral, reverse, and park transaxle
• Automotive-style, integrated park position in transmission
• Low range for maximum torque delivered to the wheels for hauling, pushing, and pulling
• High range for maximum vehicle speed
• To shift out of park, service brake must be pressed to release the parking solenoid. An audible click will be heard and allows the vehicle to shift out of park into the desired gear.

NOTE: Differential design reduces scuffing of the turf during turns because it allows the inside wheels to turn slower than the outside wheels.

• Start in gear, neutral, or park position for quick starting. The service brake must be engaged to start when in gear or neutral.
• For operators living in regions with homologation requirements or certain bid language stating the need for a secondary park brake, such as governmental or municipalities, a secondary park brake is available as a factory-installed option. A secondary brake attachment is not available for field installation.
• Large, sealed bearings are located inside the housing for better protection and durability
• Contains gear case for transferring power to the 4WD
• Splined shaft interfaces for maximum torque transfer and durability
• All drive gears machined from highest grade gear steel
• Protected by a skid plate

4WD features:

• Electronically selectable by the operator
• Offers limited slip functionality for precision steering and great traction while pointing and shooting out of a corner.
• Vertically oriented oil drain for easy maintenance
• Protected by a steel skid plate and frame

Drive shaft features:

• Rear CV shaft diameter measures 27 mm (1.1 in.) and is designed for peak engine and braking torque
• Front CV shaft diameter measures 23 mm (0.91 in.) and is designed for peak engine torque
• Propshaft is designed for peak engine torque
• All CV shaft and propshaft joints are maintenance free and protected by exclusive thermoplastic elastomer (TPE) boots for durability

This Gator™ XUV Crossover Utility Vehicle is equipped with power steering and a dual A-arm front suspension. These automotive-type systems exhibit excellent handling characteristics, as well as responsive steering and low steering effort:

• Steel ball bearings secure the steering shaft and deliver smooth, responsive operation
• Completely sealed rack-and-pinion for long life
• Low steering ratio (lock-to-lock) provides more responsive steering and less operator input
• Shaft U-joints are phased for a smooth, uninterrupted motion of the steering wheel
• Tilt steering wheel with 15 degrees of travel (XUV835M, XUV835R, XUV865M, and XUV865R models only; S4 models do not have tilt steering)

Electric power-assist steering (EPAS) system has advanced features:

• Anti-kickback feature reduces the amount of steering unwinding when traversing difficult terrain.
• The system is speed sensing and adjusts steering effort as the speed of the vehicle changes.

As speed increases, there is less steering assist for improved road feel.

As speed decreases, steering assist increases to give lower steering efforts for improved maneuverability.

• A warning/functional light on the instrument panel provides self-diagnostics and a warning light in the situation of no assist.
• Torque sensor measures steering wheel input so the on-board computer can provide the appropriate output for various driving situations.

With the EPAS system, the operator maintains a direct, mechanical linkage from the steering wheel to the front wheels. The power-steering system interfaces mechanically with the steering system by being inserted between the steering wheel and the rack-and-pinion assembly.

A differential torque sensor is integrated into the power steering assembly. The circuit board assembly is also integral with the power-steering assembly.

Power steering does not reduce turning radius but significantly reduces steering effort by approximately 85 percent compared to those models without power steering.

EPAS INTERFACE DIAGRAM

EPAS interface diagram

The numbered descriptions refer to the EPAS interface diagram shown above:

1. Torque sensor
2. Electronic control unit (ECU)
3. Fail-safe relay
4. Current/thermal control circuit
5. Reduction gears
6. DC motor
7. Rack and pinion
8. Function/warning light
9. Key power and ground
10. Vehicle speed sensor
11. Instrument cluster
12. Relay module

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Whether it is a completely open operator station or a factory-installed cab, the interior has been redesigned with comfort and ergonomics in mind.

• Gear shift control, four-wheel drive (4WD), and differential lock switches on the dash
• Tilt steering
• Bench seat with driver adjustment
• Three-wide seating

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The machine is powered by an 812-cm3 (49.6-cu in.), 3-cylinder, dual overhead cams, liquid-cooled, four-cycle gasoline engine. It produces 6.5 kgm (47 lb-ft) of torque at 3200 rpm. The advanced electronic controls and fuel-injection system deliver superb starting, idling, and throttle response during operation.

The engine offers the following performance and reliability features:

• 40.3 kW (54 hp*) at 6000 rpm
• Electronic fuel injection for superb performance, altitude adjustment, and cold-weather starting (tested to -28.9°C [-20°F])
• Electronic ignition is continuously variable for optimum engine power and provides fast, reliable starts
• Exclusive electronic ground-speed governor and throttle body
• Auto-compensates by providing more power when going up a hill or through difficult terrain
• Eliminates top-speed degradation from belt wear
• Overhead valve design provides greater efficiency and fuel economy
• Full-pressure lubrication system
• Spin-on oil filter with drain bracket and oil drain plug enable easy servicing
• Dry, replaceable, single-element air cleaner with easy access for service
• See-through coolant recovery tank permits the operator to check the coolant level without having to remove the radiator cap
• Open front grille allows air flow and proper ventilation to the radiator
• Standard high-capacity alternator - 85 amps for maximum accessory capability

*The engine horsepower information is provided by the engine manufacturer to be used for comparison purposes only. The actual operating horsepower will be less.

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