Standard models of the 2017 Cadillac XT5 send power to the front two wheels — a traditional setup thats not all that exciting. What is, however, is the optional all-wheel drive system.
Utilizing a “twin clutch” design, the new system continuously and automatically delivers outstanding traction in various driving conditions. Cadillac says that the system was specifically engineered for strong performance in wet, snowy, or icy conditions, while also being capable of providing enhanced stability in dry weather.
The twin clutch design allows the XT5’s AWD system to transfer up to 100 percent of available torque to either the front or rear axles. In addition, the system’s electronically-controlled rear differential can direct up to 100 percent of available torque to either wheel laterally. The ability to move power across the rear axle was designed for “split-coefficient” surfaces, such as when there is more water, ice or snow on one side of the road surface than the other. In this respect, the system is similar to the AWD system of the new Buick Envision.
Furthermore, the Cadillac XT5‘s AWD system is driver-controlled and includes a new “disconnect” feature that disables the rear drive unit, thereby leaving the car in front-drive mode, for improved fuel efficiency and reduced emissions.
We’re eager to experience the system in action for ourselves when the 2017 XT5 launches in the spring of 2016.
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Comments
If the system is driver controlled, I wonder if one can shift 100% of torque to the rear wheels, thus making it a RWD on demand?
From the way we understand it, the system is only driver-controlled to the extent of enabling and disabling it. Power delivery remains an automated function of the vehicle.
One can dream…Thanks for clarification Chris.
Didn’t the Oldsmobile Bravada have a similar setup with the Smartrak !?
Yes, but that was a truck chassis… this is a car chassis, and is a completely different system.
Who is the system sourced from? One of the Haldex setups was used in the SRX, right? I believe all modern (ie GM) Saabs used Haldex too.
If I read correctly, It’s from GKN driveline, the same company supplying the AWD drivetrain for the Ford Focus RS
I actually work for the company that makes the AWD system for the new XT5, at the facility that manufactures it. It’s really cool and definitely as high tech as almost anything else available on the market today.
“The twin clutch design allows the XT5’s AWD system to transfer up to 100 percent of available torque to either the front or rear axles.”
No, it doesn’t. Most definitely not. Is there anyone here with even the faintest idea of mechanical design? The front wheels are driven 100% of the time, so it’s impossible to send 100% of the torque to the rear wheels under any circumstances barring the front wheels hanging over the edge of a ditch in free air spinning uselessly.
The coupler on the transmission either toggles the propeller shaft to the rear diff on or off. If OFF, the vehicle is FWD. If ON some torque is stolen to drive the propeller shaft and thus the rear differential, which then employs a clutch on either rear drive axle to drive either as the electronics demand. That Twinster rear axle can then apportion torque to left or right rear wheel in whatever proportion the electronics decide, by gripping clutches more or less firmly on either side. It cannot grab 100% of the torque for the rear axle. I mean come on, think about it!
The Eagle had a proper gear center differential, and was never viscous driven. The viscous unit was used as a limited slip element on the center differential, just the same way Subaru does it on manual transmission AWD today. A viscous unit is not made to transfer any serious amount of torque itself – it merely locks up the drive to front and rear axles when serious slipping occurs, obviating the center differential from acting as a differential. Even then, the viscous coupler can be overcome if either front or rear suddenly encounters seriously good traction. Eagles via New Process Gear Division beat Audi to real AWD by years.