AWD System readout and details

[jalm111]

Does anyone actually know how the 2015 Edge AWD system is built? I was looking at my readout on the dashboard during some icy driving and could only see power being distributed front to back, never left to right. Does this thing use limited slip diffs with wheel breaking applied as needed? Can't seem to find any technical specs on it. Thanks!

 

Luke

[Vadimus]

Yep, never saw left-right balancing, unlike on my other truck - side segments fill in proportionally to the force applied, on public roads I wasn't able to get more than 3 out of 5 lines.

 

[Vadimus]

Here is the link to the most readable description of AWD system we have:

http://articles.sae.org/11120/

[27Sport]

The Edge doesn't have torque vectoring which sends power side to side, only front to rear. If it detects slip from one wheel it will apply the brake at the wheel to minimize slip. True torque vectoring will debut on future Ford and Lincoln vehicles.

[omar302]

Here is the link to the most readable description of AWD system we have:

http://articles.sae.org/11120/

This is for the Escape. The Edge uses a different AWD system, AFAIK.

 

The Edge doesn't have torque vectoring which sends power side to side, only front to rear. If it detects slip from one wheel it will apply the brake at the wheel to minimize slip. True torque vectoring will debut on future Ford and Lincoln vehicles.

Though that is mostly true, the Edge does have software enabled torque vectoring. Braking one side to shift power to the other side. You can see as standard under Power & Handling . http://www.ford.com/crossovers/edge/compare-models/?models=titanium|sport

[WWWPerfA_ZN0W]

It will be interesting to know if the Edge is indeed using a different AWD system mated to the 6F55 than the prev gen Edge or even the SHO/Flex/Explorer. Most likely a variation in programming rather than hardware, but I am all for a completely new setup that's smooth & reliable

 

 

The torque vectoring could be dynamic a la the Focus RS:

http://www.drivingenthusiast.net/sec-blog/?p=15334

Ford debuts AWD system with dynamic torque vectoring control in new Focus RS

• Scott Collie
• February 3, 2015
• 5 PICTURES

The Focus RS will be sold worldwide, unlike its predecessor

Image Gallery (5 images)

Developed in consultation with Ken Block, the third-gen Ford Focus RS combines a powerful 2.3-liter EcoBoost engine with a new high-tech, dynamic torque vectoring all-wheel drive system that brings it into line with other high-performance hatches like the Audi RS3. It will also be the first RS to be sold in the US.

At the heart of the new Focus RS is the 2.3-liter engine from the Mustang EcoBoost, albeit heavily modified for its role in Ford's hottest hatch. Whereas the Mustang's engine makes 310 hp (231 kW), Ford has used a new low-inertia, twin-scroll turbo and larger intercooler to boost power to "well in excess" of 315 hp (235 kW).

The engine will also breathe more freely thanks to a big-bore exhaust system with an electronically controlled flap designed to minimize back pressure, while the engine's cylinder head has been upgraded to deal with the higher temperatures that the Focus' engine creates. A six-speed, short-shift manual gearbox puts the Focus' power down.

According to Ford, the engine will combine "excellent low-end responsiveness" with "a powerful midrange pull" on the way to "a free revving top end", with a 6,800 rpm redline. Whether or not it will actually fulfill those claims remains to be seen, of course, although if the last two RS Focuses are anything to go by, the new car should be quick.

Although the new RS may share its performance potential with its predecessors, one major aspect of the car has changed for 2015. Whereas previous RS models were front-wheel drive, Ford has fitted the latest Focus with a dynamic torque vectoring all-wheel drive system. Thanks to a pair of electronically controlled clutches on the rear axle, a maximum of 70 percent of the drive torque to be diverted there, 100 percent of which can be sent to either rear wheel.

The system will send power to the outside wheel on turn-in, which Ford claims will "improve turn-in stability" and "virtually" eliminate understeer. It can also make adjustments mid-corner, shuffling power around to give the RS maximum grip in the bends, before shooting it off down the next straight.

This high-tech handling setup carries with it the weight of expectation. You see, this Focus is the 30th car to carry the RS badge on its flanks, a badge that has graced legendary cars like the Escort RS Cosworth. According to Ford's President of Europe, Africa and the Middle East, Jim Farley, the brand is "acutely aware" of the expectations that the badge carries, but is quick to reassure us that "this new car raises the game to a new level."

Even if the driving experience doesn't end up quite matching expectations, there’s no doubt Ford has raised its game with the styling of the new RS. Up front, a massive central air intake feeds the car’s uprated 2.3-liter engine, while two outboard vents on the front bumper cool the brakes. At the rear, the diffuser is much larger than the one on the Focus ST, and the car’s rear wing wouldn’t look out of place on a WRC car. Rounding out the RS’s sportier appearance are 19-inch wheels finished in gloss black.

Inside, drivers will plant their backsides on partial-leather Recaro sports seats and wrap their hands around a new flat-bottomed steering wheel featuring a leather-covered rim, while putting their feet down on alloy pedals. Ford has also added an extra bank of gauges above the center console that display turbocharger boost pressure, oil temperature and oil pressure. Ford's SYNC connectivity system is also on board, providing voice or touchscreen control of audio, navigation, climate control and mobile phones. A Sony 10-speaker (including subwoofer) sound system is available as an option, as is a rear view camera with park distance control.

Unlike its predecessor, the new Focus RS will be sold around the world – including America.

 

All-Wheel-Drive Ford Focus RS Makes 315-Plus HP From 2.3L EcoBoost

The third-generation Ford Focus RS hatchback’s all-wheel drive system is a first for the model. The new setup is dubbed All-Wheel Drive with Dynamic Torque Vectoring Control and uses twin electronically controlled clutch packs on each side of the rear drive unit to manage the front-rear split as well as side-to-side torque vectoring on the rear axle. Vehicle sensor inputs including steering wheel angle, lateral acceleration, yaw, and speed are monitored 100 times per second to determine where to allocate power. Ford says the system can send up to 70 percent of torque to the rear axle and up to 100 percent of the rear torque to either wheel.

The all-wheel drive system works in conjunction with Electronic Stability Control (ESC) and the brake-based Torque Vectoring Control system. Additionally, the suspension receives stiffer springs, bushings, and anti-roll bars as well as two-mode electronic dampers. The electric power steering system has also been reprogramed, while the front suspension features a more rigid knuckle and shorter-link arms.

Edited December 3, 2015 by WWWPerfA_ZN0W

[WWWPerfA_ZN0W]

As an aside, why don't we have this Ford's Quickclear Windscreen Technology in the U.S. or Canada?

How does Quickclear Windscreen Technology work?

Ford Quickclear Windscreen technology operates in much the same way as your heated rear windscreen. Electrical conduits are present within the windscreen itself and once a current is passed through it, heat is generated which works to melt ice or snow and remove any steam or condensation that might be in place during adverse weather conditions. At the press of a button, your screen will be clear within a matter of minutes depending on what the obstruction is.

 

A couple of reasons, maybe:

https://en.wikipedia.org/wiki/Quickclear

 

Edited December 3, 2015 by WWWPerfA_ZN0W

[akirby]

Braking one wheel to send torque to the other is electronic traction control and it only kicks in when one wheel starts slipping. It also cuts engine torque so it's not for performance. Not a substitute for torque vectoring or a limited slip diff (all Edge/Fusion/Escape diffs are open).

 

Torque vectoring Performance AWD from the Focus RS uses clutch packs on the rear differential to shift torque for better performance and handling. It will only be on performance models like the Focus RS and possibly the expected Fusion ST. I think it will also debut on the 2017 Lincoln MkZ.

[jalm111]

Bummer. I personally don't like open diff AWD systems, they just don't put the power down the way a true AWD system does.

 

Gonna miss my STi torsen diffs, nothing like throwing that set-up into a corner and powering out

[akirby]

Bummer. I personally don't like open diff AWD systems, they just don't put the power down the way a true AWD system does.

 

Gonna miss my STi torsen diffs, nothing like throwing that set-up into a corner and powering out

 

But this isn't a performance oriented AWD system - it's strictly for better traction.

 

I'd say there's a decent chance we'll see a Ford Performance tuned Edge ST or Sport within a year or two and that will most likely get the Focus RS torque vectoring AWD system.

[jaycarb98]

w/o knowing much about the tech aspects of the EDGE's AWD system and what it should do and what it shouldn't do, I'll do a comparison.

 

I currently own and have driven Audi quattro in some shape, form or fashion for the last 13 years, prior to that, a shit load of VW (irrelevant). Now when I say drive, I mean, I have flogged the living he'll out of quattro haldex system and completely know the limits or lack there of, Audi's awd . So, after purchasing 2015 Edge Sport, I was skeptical, and declared it an inferior AWD system prior to even driving the thing.

 

So saying that to say this:

 

Thus far, I havent had much time in the snow, but I have had a chance to drive the EDGE in heavy rainfall, a few weeks back, in Hurricane Patricia remnants within the Chicago area. Im happy to report that I am completely floored by the performance of the AWD system on the EDGE. During heavy rainfall, monsoon downpour for hours, with heavy standing water on the highway, (*Luckily I was past the point of break-in) I was able to lay into the EDGE. 80-100 mph sprints, high speed long sweeping turns, quick turns, sudden breaking, you name it, I scenario tested it. There was at no point traction control taking over and applying ABS to any of the wheels, as the system never detected excessive wheel slippage or loss of control. There is one particular corner, about a half mile long wide right, full of water, 5 lanes wide and no traffic, I am always able to get the quattro to slip and jump a lane or two at the apex but this EDGE, ate it up and wanted more, dove right into the apex and hung on, even mid turn, I goosed the twin turbos and it just kept minding its own business like it was a sunny sunday afternoon.

 

Now, I dont condone driving like a maniac, but hey, its Chicago But I had to understand the limits and what should be expected from a performance aspect when these features will be used to avoid/prevent an accident with me and/or the family in tow. All in all, I am very impressed, I was reluctant to buy a minivanish type grocery getter, thinking the EDGE Sport could compare to the Q5, and quite happily it has, and in my opinion looks a whole helluva lot better doing so

[Waldo]

Braking one wheel to send torque to the other is electronic traction control and it only kicks in when one wheel starts slipping. It also cuts engine torque so it's not for performance. Not a substitute for torque vectoring or a limited slip diff (all Edge/Fusion/Escape diffs are open).

 

 

Not true, the torque vectoring system on current Fords will use the brakes in "performance" situations such as powering out of a curve. It looks for throttle input, yaw rate and steering wheel angle, not just wheel slip. A true limited slip or the system in the upcoming RS is better, but the current system does more than you think.

[akirby]

I thought it only did that for stability control. It seems counterintuitive that braking a wheel could yield better acceleration but I'll take your word for it.

[Vadimus]

I thought it only did that for stability control. It seems counterintuitive that braking a wheel could yield better acceleration but I'll take your word for it.

Not acceleration but speed.

Without that wheel braking all wheels would need to be braked to keep the vehicle within the intended trajectory.

Edited December 8, 2015 by Vadimus

[akirby]

Not acceleration but speed.

Without that wheel braking all wheels would need to be braked to keep the vehicle within the intended trajectory.

 

I get that part but that's basic stability control. I thought Waldo was talking about doing it strictly for more traction.

[jalm111]

 

I get that part but that's basic stability control. I thought Waldo was talking about doing it strictly for more traction.

 

In a true open diff (which I'm told the Edge is) the power goes to the least path of resistance. Meaning, you take one wheel off the ground and 100% of the power will go to that wheel resulting in that wheel spinning and the other sitting still on the ground. By applying braking to the spinning wheel you are effectively sending some power to the other wheel thus making the car move.

 

In a limited slip diff the differential never allows 100% of power to go to one wheel thus even with one wheel off the ground the other will always still get some power.

 

In a torsen or clutch type diff this is further limited and controller by clutches which can vary how much power goes where.

 

All three will behave almost identical if all wheels have traction, differences come up when that isn't true.

 

Imagine the three in a race track type scenario. Obviously braking while going around a corner to send power to the wheels with most traction won't yield the best results as you're doing counter work to the engine's work This is why LSDs or better yet torsen/clutch type diffs are best for sports cars. Controllable differentials (such as clutch type) are able to be adjusted by the ECU when it detects all kinds of things (forces, turn angle, traction slippage, etc, etc) and thus are the best at putting the power down.

 

This is why in the Edge the AWD readout never moves left to right because it simply doesn't know and is not able to control that aspect. Wondering what type of center differential it uses though...?

[27Sport]

I thought it only did that for stability control. It seems counterintuitive that braking a wheel could yield better acceleration but I'll take your word for it.

 

A slipping wheel is not providing acceleration, thus using the brakes to get that slip under control allows the wheel to put the power down.

[Waldo]

 

I get that part but that's basic stability control. I thought Waldo was talking about doing it strictly for more traction.

 

It's not really about traction, it's about yaw control. That's why it's called "vectoring"; when you brake an inside wheel and force power to the outside wheel, the net "vector" of the force is towards the inside of the corner. Stability control by itself only brakes the inside wheel, so you only get half the effect.

 

 

Wondering what type of center differential it uses though...?

 

There isn't really a center diff, it's just the electronically controlled clutch pack in the RDU that cycles on and off that acts as a center diff.

[akirby]

 

It's not really about traction, it's about yaw control. That's why it's called "vectoring"; when you brake an inside wheel and force power to the outside wheel, the net "vector" of the force is towards the inside of the corner. Stability control by itself only brakes the inside wheel, so you only get half the effect.

 

I know how it works to control yaw and help with cornering.

 

The performance AWD system uses electronically controlled clutches to shift torque side to side - like a limited slip diff but with infinitely more control.

[jalm111]

Did a field test with the edge during a snow storm here in the PNW last Saturday. I gotta say I am very impressed. This was with the stock all seasons although I just swapped to some Blizzaks, will probably be awesome now. Car handled well, accelerated, didn't loose tracking and had no trouble digging out of a foot of snow. Whatever they use to controls these open diffs definitely works well in real life applications.

[Vadimus]

The performance AWD system uses electronically controlled clutches to shift torque side to side - like a limited slip diff but with infinitely more control.

 

And that's what Ford used on RS - side to side torque controlling by dual clutches in rear axle was clearly mentioned in one of those "Rebirth of an Icon" episodes.

 

Actually, I would be delighted to watch likewise documentary about my beloved Sport. I know it was never meant to be as iconic but still...

Edited December 23, 2015 by Vadimus

[chicagoslick]

If I recall correctly, the Motor Trend SUV of the year information talked about how well the Edge did in off road situations. Also, there was mention of it from TFLcar where Roman talks about how the Edge feels like the new "WRX"...Kinda Funny actually, but informative.

 

Edited December 24, 2015 by chicagoslick

[NYT]

This AWD system on the Edge doesn't seem to advanced.

 

Aside from trying to position AWD as safer for soccer moms with kids, it really has limited benefits for everyday driving. The biggest benefit would be winter, however throw snow tires/wheels on FWD and you have a cheaper/better solution anyway (and your summer tires/wheels will last twice as long).

 

Benefits of FWD:

$2k cheaper (pricey option)

~10% more fuel efficient

~10% more powerful (less power lost through the gears)

~160 lbs lighter (better handling & acceleration on an already heavy SUV)

Less parts to break (i.e. PTU)

 

AWD has benefits in more aggressive/extreme situations, but with ABS and traction control (and snow tires in the winter) you have the most important basic safety features already.

 

Even if AWD was free, I still don't even know if I'd go with it

Edited August 22, 2016 by NYT

[037]

AWD has benefits in not that aggressive situations, like going fast off the line or when the road is wet.

 

Of course, I think the Ford implementation is completely crap, why am I able to spin the front wheels when it's completely dry? Is it so hard to push the power 50/50 from the start and then move it front and rear instead of 100/0 and then think about it?

 

I get that it's a FWD platform but come on...

 

Yes...it happens at the race track when I push the rev's to 3k but it annoys me none the less.

[junehhan]

AWD has benefits in not that aggressive situations, like going fast off the line or when the road is wet.

 

Of course, I think the Ford implementation is completely crap, why am I able to spin the front wheels when it's completely dry? Is it so hard to push the power 50/50 from the start and then move it front and rear instead of 100/0 and then think about it?

 

I get that it's a FWD platform but come on...

 

Yes...it happens at the race track when I push the rev's to 3k but it annoys me none the less.

I am guessing that Ford did not design it to work that way with the amount of power you are putting down as I do not have that issue on my stock Sport. Of course I am also not brake torquing the launches as I am simply jockeying for position when the light turns green as I need to be in the lane some Camry is occupying.

 

The AWD display appears to automatically send 50% of the power to the rear axle by default when you hit the gas up till the 3rd gear up shift where it appears to go to FWD operation.