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

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 continuously variable transmission (CVT) air intake draws in cool air compared to previous designs to reduce heat and the amount of water ingestion into the CVT system. The system will reduce belt slipping and improve durability.
• A low- and high-speed forward gear offering:
  • Low range is 0 km/h to 40 km/h (0 mph to 25 mph), XUV825M S4
  • Low range is 0 km/h to 24 km/h (0 mph to 15 mph), XUV855M S4
  • High range is 0 km/h to 72 km/h (0 mph to 45 mph), XUV825M S4
  • High range is 0 km/h to 45 km/h (0 mph to 28 mph), XUV855M S4
• Ability to creep along slowly to maneuver in tight spaces
• 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
• 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 of torque to the ground depends on tire size which is a function of nominal size and pressure.

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, mechanical front-wheel drive (MFWD), and constant-velocity (CV) shafts

Operator interface

• Selectable four-wheel drive (4WD) system with a limited slip front differential and dash-mounted electronic rocker switch
• Provides exceptional traction in challenging conditions
• Maintains turf-friendly operation in two-wheel drive (2WD) mode
• Combined with rear traction assist (differential lock), provides excellent traction in challenging condition
• 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

• 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
• 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

• 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 skid plate and frame
• Near instantaneous torque to the front wheels after engaging the electronic switch

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

The machine is powered by an 812-cc (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:

• 38.8 kW (52 hp*) at 6000 rpm
• 71-km/h (44-mph) top speed
• 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
• 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 remote intake
• See-through coolant recovery tank permits the operator to check the coolant level without having to remove the radiator cap
  • Open radiator compartment for air flow
• 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.

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, constant-velocity (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

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

Deluxe cargo box tailgate

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

The deluxe cargo box is 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

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

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

Optional accessories

Optional accessories for the deluxe cargo box include:

• Factory-installed brake and taillight
• Factory-installed spray-in liner (not shown)
  • Improves skid resistance and surface abrasion protection
• Cargo box bed mat
• Cargo box power lift

Specifications

CAUTION: Carrying extra-long cargo that extends beyond the box can adversely affect stability.

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

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

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

1. Torque sensor
2. Engine 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

The XUV825M S4 and XUV855M S4 models feature seating for four. The rear seat will convert to provide a flat surface for extra payload and there is sealed under-seat rear storage for additional cargo.