XUV 825iGator Utility Vehicles

812-cm³ gasoline engine

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

The engine offers the following performance and reliability features:

• Rated 37.3 kW (50.0 hp) at 6000 rpm using standard J1349
• 71-km/h (44-mph) top speed
• Electronic fuel injection for superb performance, altitude adjustment, and cold-weather starting (tested to -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 valve enable easy servicing
• Dry replaceable single-element air cleaner with remote intake
• See-through coolant recovery tank permits the operator to check the coolant level without having to remove the radiator cap
  • Sealed radiator compartment keeps trash and debris on the outside of the grille
• Standard high-capacity alternator - 75 amps for maximum accessory capability

Additional detail on the electronic governor and throttle body

• The electronic governor system allows the electronic control unit (ECU) to continuously monitor the throttle opening and engine speed, electronically regulating the throttle opening to maintain a constant engine speed, even under changing engine-load conditions
• Electronic throttle control (ETC) is an electronic link between the accelerator pedal and the throttle; the ECU determines the required throttle position through other sensors; the system provides input to the fuel injection system
  • Benefits of ETC are consistent powertrain characteristics, regardless of engine temperature, altitude, accessory loads, etc.; ETC also dramatically improves the ease with which the driver can execute gear changes and deal with the dramatic torque changes associated with rapid accelerations and decelerations

XUV front suspension detail

To complement the most capable frame available in a high-performance utility vehicle, the XUV is equipped with four-wheel independent suspension.

A dual A-arm front and rear suspension provides a smooth ride over challenging terrain and excellent hauling characteristics.

The entire suspension system has been optimized to handle no cargo to maximum cargo without compromising ride quality or vehicle stability.

Dual A-arm front suspension features include:

• 203.2 mm (8 in.) of travel provides ample compression and wheel extension, which keep all four wheels on the ground for superior traction and vehicle control
• 17.5-mm (0.6875-in.) solid anti-roll bar with fully rubber isolated connecting links and pivots for minimal vehicle body roll and quiet operation
• Heavy-duty nodular cast-iron knuckles to support the strut, CV shaft, and wheel
• Maintenance-free rubber torsional A-arm pivots for long life and quiet operation
• CV shaft protection from sticks that may puncture the rubber boot

XUV rear suspension detail

Dual A-arm independent rear suspension features include:

• Unequal length, dual A-arm construction for superior wheel control and travel
• 228.6 mm (9 in.) of total travel provides ample compression and wheel extension, which keep all four wheels on the ground for superior traction, excellent ride quality, and vehicle control
• Coil over shocks absorb the most demanding terrain
• A-arms made from square/rectangular tubing reduce weight while remaining rigid
• Heavy-duty nodular cast-iron uprights support wheel loads with a double row of ball bearings
• CV driveshaft protection from sticks that may puncture the rubber boot
• Rear sway bar for lateral stability

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 new build-on-shaft design that utilizes a cam to tune the acceleration and deceleration of the vehicle. The clutch will stay engaged, providing deceleration until approximately 5 km/h (3 mph).
• The CVT (Continuously Variable Transmission) air intake draws in 50 percent more air versus previous designs, to reduce heat and the amount of water ingestion into the CVT system. The system reduces belt slipping and improves durability.
• A low- and high-speed forward gear offering:
  • Low range is 0 km/h to 43 km/h (0 mph to 27 mph) XUV825i
  • High range is 0 km/h to 71 km/h (0 mph to 44 mph) XUV825i
  • Low range is 0 km/h to 24 km/h (0 mph to 15 mph), XUV855D and XUV855D S4
  • High range is 0 km/h to 51 km/h (0 mph to 32 mph), XUV855D and XUV855D S4 (limited to 40 km/h [25 mph] with EEC homologation kit)
• Ability to creep along slowly to maneuver in tight spaces
• Standard full clutch enclosure with high speed fan provides longer belt and clutch life
  • Provides greater access through water up to 56 cm (22 in.) high
• High-ratio clutches with three cam weights for maximum belt clamp load in high torque conditions
• Powertrain reduction ratios:
  • The complete reduction ratios range for high gear is (8.6:1 at top speed and 42:1 at initial clutch engagement
  • The complete reduction ratios range for low gear is (17.9:1 at top speed and 86.8:1 at initial clutch engagement
  • NOTE: Delivery and torque to the ground depends on tyre size which is a function of nominal size and pressure. These ratios will vary depending on the vehicle model.

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, MFWD, and CV shafts

Top view of engine (XUV855D shown)

Side view of CVT intake and clutch on closure (XUV855D shown)

Front differential rocker switch

Rear end shot of transaxle/CV shafts (XUV625i)

• Operator interface
  • On-demand true 4WD system with an auto-locking front differential and dash-mounted electronic rocker switch is best-in-class; when the rocker switch is in the on (4WD) position, the front differential will automatically lock for extra traction when needed, but when the rocker switch is in the off (2WD) position, the vehicle will remain in 2WD
    • Provides exceptional traction in challenging conditions
    • Maintains turf-friendly operation in 2WD mode
    • Illuminated for visibility in low light conditions
• Transaxle
  • Two-speed fully enclosed oil bath transaxle allows for superior pulling ability
  • Cast aluminum design is the most robust in the industry
  • Helical forward and reverse gears are used for quiet operation
  • Rear traction assist (differential lock) is built in and can be engaged on demand
    • Allows locking the rear drive wheels together
    • Provides increased traction in tough spots
    • NOTE: Differential design reduces scuffing of the turf during turns because it allows the inside wheels to turn slower than the outside wheels
  • Neutral start safety interlock for engine ignition system
  • Large, sealed bearings are located inside the housing for better protection and durability
  • Contains gear case for transferring power to the MFWD
  • Splined shaft interfaces for maximum torque transfer and durability
  • All drive gears machined from highest grade gear steel
  • Protected by a skid plate
• Mechanical front-wheel drive
  • Electronic design is auto-locking for ease of use
    • Performs like a locking differential when engaged, but like an open differential when cornering
    • Offers positive engagement of both front wheels in forward and reverse as a differential package
    • Automatic engagement on the fly—no shift linkages required
  • Protected by a skid plate and frame
• Drive shafts
  • Rear CV shaft diameter measures 27 mm (1.1 in.) and designed for peak engine and braking torque
  • Front CV shaft diameter measures 23.9 mm (0.94 in.) and designed for peak engine torque
    Propshaft (transaxle to MFWD shaft) diameter measures 23 mm (0.91 in.) and designed for peak engine torque
  • All CV Shaft and propshaft joints are maintenance free and protected by exclusive Neoprene boots for durability

Deluxe cargo box

The deluxe cargo box consists of a 15 percent glass-filled polypropylene composite material that eliminates rust, dents, and reduces noise.

Deluxe cargo-box tailgate

Tailgate handle

Tailgate lowered to 150 degrees

The tailgate can be opened or removed for easier cleanout and to carry longer items. The tailgate has been improved, features truck-like performance, and can be operated with one hand.

The standard installed lanyards can also be removed to lower the tailgate to 150 degrees for convenient loading and unloading tasks.

Deluxe cargo-box tilt

Integrated handle for manual cargo-box tilt

The deluxe cargo box is now easier to latch, unlatch, raise, and lower with the integrated handle design and gas assist.

A prop rod is provided to hold the box in the upright position for operator convenience, as well as limit box pivot travel.

Integrated tie-down points

Integrated tie-down point in cargo-box bed

Additional tie-down points (TH 6X4 shown)

The deluxe cargo box offers integrated tie-down points for increased versatility. Tie down points are located in the following areas:

• Four corners inside the cargo-box bed
• Four points on the load guard directly behind the operator station (A)
• Tie-down bars on either side of the cargo box (B)
• Six points on the underside of the cargo-box frame (circled)

Converting deluxe cargo box to a flat bed

Deluxe cargo box converted to flat bed

Deluxe cargo box converted to flat bed

The deluxe cargo box easily converts to a flat bed. The flatbed configuration allows loading larger cargo.

Accessories

Brake and taillight with protector

Bedmat—protects the steel floor from dents

Cargo box power lift

Cargo box power lift

Standard accessories for deluxe cargo box include:

• Brake and taillight
• Factory-installed spray-in liner (not shown)
  • Improves skid resistance and surface abrasion protection 
    

Optional accessories for the deluxe cargo box include:

• Brake and taillight protector
• Cargo box bed mat
• Cargo box power lift

Specifications

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
• Tight turning radius of 3.8 m (12.4 ft) 2-passenger or 10.4 m (34.1 ft) 4-passenger for excellent maneuverability
• 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

Electric power assist steering system

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. 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

Ackerman steering design

Ackerman steering design provides more responsive steering, decreases tyre wear when used on hard surfaces, and is turf friendly (see description below).

Minimal bump steer eliminates unintended vehicle direction changes when traversing terrain and permits less feedback to the steering wheel (see description below).

Ackerman steering graphic

The Ackerman steering principle defines the geometry that is applied to all vehicles (two- or four-wheel drive) to enable the correct turning angle of the steering wheels to be generated when negotiating a corner or a curve.

The red lines in the picture represent the path that the wheels follow. One can notice the inside wheels of the vehicle are following a smaller diameter circle than the outside wheels.

If both of the steering wheels were turned by the same amount (parallel steering), the inside wheel would scrub (effectively sliding sideways). This wears the tyres on hard surfaces, scrubs or tears the turf, and lessens the effectiveness of the steering.

The tyre scrubbing, which also creates unwanted heat and wear in the tyre, can be eliminated by turning the inside wheel at a greater angle than the outside one (Ackerman steering).

NOTE: Some competitors use parallel steering instead of Ackerman steering.

Bump steering defines the change in the forward steering angle (thus wheel position) as the suspension travels through its full motion. A large amount of angular change (5 degrees to 7 degrees) will alter the vehicle's direction and excessively move the steering wheel.