All-wheel drive systems of modern cars. Subaru symmetric all-wheel drive - the brand's flagship technology Subaru all-wheel drive xv

"Tell us about the work of the all-wheel drive Subaru, namely - about the distribution of torque 60x40. How does it work?"

It is good that the author of the question indicated the ratio (60/40), although it would be better if he also specified the model, as well as the years of its release. Indeed, despite the general brand designation Symmetrical AWD, completely different all-wheel drive transmissions are used on Subaru cars, depending on the model, year of manufacture and market!

In order not to confuse readers and not overload the answer with a listing and description of all possible variations, we will briefly go over schematic diagrams all-wheel drive used on modern Subaru, and let's dwell in a little more detail on the one that, as it seems to us, interests the author of the question.

Versions with mechanical box broadcasts have an "honest" constant four-wheel drive... As a rule, this is a CDG scheme with a symmetrical center differential, which is blocked by means of a viscous coupling. Consider pure mechanics, complete with hydraulics, without any electronic controls. On some models, in particular the Forester, a rear cross-axle differential is also installed, which is blocked by means of a viscous coupling. In addition, a reduction gear is used on a number of models.

But "charged" WRX STi are equipped with an asymmetrical differential, which redistributes the torque in favor of the rear wheels. The ratio depends on the generation of "poetry", but is at the level of 41:59 - 35:65. In this case, the "center" has a variable (forced or automatic) degree of blocking by means of an electromagnetic clutch. This system is known as Driver Controlled Center Differential (DCCD). On rear axle, in addition, a "self-block" is installed.

For "charged" versions of Subaru with automatic transmission(the same Impreza WRX STi, as well as the Forester S-Edition and Legacy GT) at one time a scheme was proposed, called the Variable torque distribution AWD (VTD). It uses an asymmetrical planetary differential (45:55 in favor of the rear wheels), which is locked by an electronically controlled multi-plate clutch. As an option, a viscous clutch can also be installed in the rear cross-axle differential.

Finally, Subaru with Lineatronic automatic transmissions and CVTs is equipped with Active torque split AWD (ACT) all-wheel drive system. Apparently, it is about her that our reader is asking. Depending on the generation and year of manufacture, there are certain design differences, but the principle of the ACT remains unchanged.

Unlike the above schemes center differential here no, an electronically controlled clutch is responsible for transmitting torque to the rear wheels. Well, and most importantly - such Subaru have a more "front-wheel drive" character on how many surfaces, since the ratio under normal conditions here is 60:40 in favor of the front wheels!

In this case, the redistribution of thrust depends on a number of parameters (the selected gearbox mode, the speed of rotation of the front and rear wheels, the position of the gas pedal, etc.), on the basis of which the control unit "decides" how hard to clamp the clutches and how much torque transfer to the rear axle. Therefore, the ratio changes in real time and can vary between 90:10 - 60:40 in favor of the front axle. By the way, the rear cross-axle differential on a number of models can also be equipped with a viscous coupling as an automatic lock.

It is impossible to say that Subaru with ACT has a "fake" all-wheel drive: unlike many models of other brands with a connected rear axle, traction here always comes to the rear wheels. But the matter still does not reach an "equal" 50:50 ratio; in general, on slippery surfaces, such cars are controlled somewhat differently than versions with a mechanical differential. However, all these features are revealed in far from standard modes of movement, and in "civil" even experienced driver is unlikely to determine which of the Symmetrical AWD variations is used.

Ivan KRISHKEVICH
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Subaru celebrates its 40th anniversary four-wheel drive vehicles

Fuji Heavy Industries Ltd. (FHI), manufacturer car subaru, announced that 2012 marks the 40th anniversary of the debut of Subaru's all-wheel drive vehicles, the first of which, the Subaru Leone Estate Van 4WD, was introduced in Japan in 1972.

To this day, FHI remains a pioneer in the field of four-wheel drive passenger cars... The total number of produced * 1 all-wheel drive vehicles Subaru reached 11 782 812 units (as of January 31, 2012), which is approximately 55.7% of all brand sales.

Subaru's all-wheel drive system ensures efficient distribution of traction to all four wheels. Thanks to the combination of symmetrical all-wheel drive (SAWD) and horizontal boxer engine Subaru Boxer, power unit is positioned symmetrically about the longitudinal axis of the vehicle, and the transmission is displaced backward, within the wheelbase. This arrangement optimizes the longitudinal-lateral mass balance and provides stable traction on all surfaces in different conditions movement. In addition, excellent high-speed stability and excellent steering and handling characteristics are achieved, making SAWD the core technology that underpins Subaru's philosophy of safety combined with driving pleasure.

Through continuous research, adapting Subaru's AWD system to the character of each model, FHI has perfected its technologies in this area - from technology that can provide handling on rough roads to a unique technology that guarantees high stability in rain, snow or driving on high speed. The latest developments include four-wheel traction control, which creates consistent, reliable traction on all four wheels.

Additional Information

Symmetrical all-wheel drive systems Subaru

• All-wheel drive system VTD* 2: Sports version of all-wheel drive with electronic control, which improves the steering characteristics. The compact all-wheel drive system includes a planetary center differential and an electronically controlled multi-plate hydraulic lockup clutch * 3. The 45:55 torque distribution between the front and rear wheels is continuously adjusted by a differential lock using a multi-plate clutch. The distribution of torque is automatically controlled, up to a 50:50 ratio between the front and rear wheels, taking into account the condition of the road surface. This provides excellent stability, and due to the distribution of torque with an emphasis on rear wheels steering characteristics are improved for an aggressive, sporty driving experience.
  Current models (Russian specification)]
  On Russian market Subaru legacy GT, Forester S-Edition, Outback 3.6, Tribeca, WRX STI with automatic transmission
• All-wheel drive system with active torque distribution (ACT): electronically controlled all-wheel drive system for improved economy and stability. Subaru's Genuine Electronically Controlled Multi-Disc Torque Clutch adjusts the front-to-rear torque split in real time according to driving conditions. In standard modes, the system distributes torque between the front and rear wheels in a 60:40 ratio. It takes full advantage of all-wheel drive, providing stable and safe handling in any driving situation, regardless of the driver's skill level.
  
  On the Russian market Subaru Legacy / Outback 2.5 with Lineartronic transmission, Forester (with automatic transmission), Impreza and XV with Lineartronic transmission.
• All-wheel drive system with visco-coupled self-locking differential (CDG): Mechanical 4WD system for manual transmissions. The system is a combination of a center differential with bevel gears and a viscous coupling. Under normal conditions, torque is distributed between the front and rear wheels in a 50:50 ratio. The system ensures safe, sporty driving by always making the most of the available traction.
  [Current models (Russian specification)]
  Subaru Legacy, Forester, Impreza and XV with mechanical transmission.
• All-wheel drive system with multi-mode center differential (DCCD * 4): All-wheel drive system focused on providing maximum running characteristics, for serious sports. The AWD system with an electronically controlled active limited slip center differential uses a combination of mechanical and electronic differential locks when torque changes. The torque is distributed between the front and rear wheels in a ratio of 41:59, with an emphasis on maximum driving performance and optimal control of the vehicle's dynamic stability. Mechanical interlocking has a faster response and is triggered before electronic. Working with high torque, the system demonstrates the best balance between sharpness and stability. There are preset differential lock control modes, as well as manual control which the driver can use according to the traffic situation.
  [Current models (Russian specification)]
  Subaru WRX STI with manual transmission.

* 1 including production of plug-in four-wheel drive vehicles

* 2 VTD: Variable torque distribution

* 3 Controlled limited slip differential

* 4 DCCD: Active center differential

Symmetrical AWD

Symmetrical all-wheel drive

Since its introduction in 1972, Symmetrical AWD (All-Wheel Drive) technology has been continuously improved. Complemented horizontally opposed Subaru engine BOXER, it ensures perfect symmetry of the design. This ensures maximum efficiency of the engine power output, high level traction and stability of the vehicle, as well as ideal weight distribution. Absolute control over the car is maintained in almost any driving conditions, making every kilometer of the distance traveled a pleasure.

The engine torque is constantly transmitted to all four wheels and ensures maximum grip and, therefore, maximum vehicle handling, therefore, the better the grip of the wheels, the more confident you feel behind the wheel of your car. This advantage is your key to success in extreme conditions, whether it be bad weather or an emergency when a split second counts.

Advantages

Better balance

When you turn centrifugal force directs the car to the edge of the road. How far a vehicle is driven depends on its center of gravity. If it is located high, it takes longer to regain balance and control of the vehicle. If it is low - like a Subaru - there is less body roll and less yaw, which gives the vehicle more stability.

Improved traction

Permanent four-wheel drive has particular advantages over 2-wheel drive (2WD) - especially when cornering. By transmitting power through all four wheels, the vehicle maintains a natural and neutral attitude to cornering, avoiding sluggishness or oversteer that can lead to instability and accidents.

Today, there are many known all-wheel drive systems for cars. Consider the two most common versions using the example of Subaru cars, because some of them have a common name and designation. There are several different versions of the Subaru AWD implementation.

All similar models (except for the rear-wheel drive Subaru BRZ coupes) have standard symmetrical AWD all-wheel drive. The name is general, but four of its modifications of all-wheel drive systems are used.

Standard all-wheel drive system based on an interaxle limited slip differential and viscous clutch (CDG)

Most people believe that this category of systems is associated with four-wheel drive. It is very common in cars of a similar brand with a manual transmission. This model is a symmetrical four-wheel drive configuration, under normal conditions the torque is in the ratio of the front and rear axles 50 to 50.

When the car is slipping, the differential, which is located between the axles, is able to send up to 80% of the torque to the front axle, this function provides good adhesion of the tires to the roadway. A viscous coupling is used by a similar differential in order for it to be able to respond to a mechanical difference in tire grip without the need for a computer.

You can see the type of all-wheel drive cdg on the car Subaru forester having a six-speed gearbox.

Such a drive has been used for a long time, and the appearance new version next year only means that it will not disappear soon. The model is a reliable and simple four-wheel drive system that can provide very safe driving when using available traction.

It should be noted that you can see the type of all-wheel drive cdg on cars Subaru Impreza 2014 with a two-liter engine, as well as the XV Crosstrek with a five-speed manual transmission, the Ouback and Forester with a six-speed gearbox.

All-wheel drive system with variable torque distribution for vehicles with automatic transmission (VTD)

It is very important to note that Subaru began to transfer most of its Vehicle from standard automatic to continuously variable transmission (CVT). At the same time, now you can still find cars with such a system.

Symmetrical all-wheel drive, which involves the use of variable torque distribution, can be found on the Tribeca (with a 3.6i engine and 6-cylinder and 5-speed gearbox), Outback and Legacy. Here, there is a torque shift towards the rear axle in a ratio of 45 to 55. Instead of a center differential with a viscous coupling, a multi-disc hydraulic clutch which will be combined with the differential of the planetary variant.

When slippage is detected, signals will be sent from sensors that are installed to measure wheel slip, as well as braking force and the position of the throttle located near the throttle. In this case, the torque will be evenly distributed along the axles (50 to 50) to ensure maximum grip of the wheels with the asphalt surface.

A fully mechanical viscous coupling is much simpler and more flexible. The VTD system has an advantage in that it has an active, not a reactive component, this achieves a high speed of movement of torque between the axles, a mechanical system cannot boast of such a thing.

All-wheel drive system with active torque distribution (ACT)

New Subaru models are already using the third variant of all-wheel drive systems. In particular, it has many similarities with previous version- also implies the use of an electronically controlled multi-disc system in a ratio of 60 to 40 with a torque shift to the front axle.

All-wheel drive type act used on Subaru Legacy 2014 models

Also, this AWD has an active torque distribution, called ACT. Thanks to the original electronically controlled multi-plate clutch for transmitting such a torque, the distribution of torque between the axles in real time corresponds to the conditions of the vehicle's movement.

Such a four-wheel drive system can increase both stability and efficiency of the machine. The act all-wheel drive type is used on the Subaru XV Crosstrek, Legacy 2014, Outback 2014, WRX and WRX STI 2015 models.

All-wheel drive system with multi-mode center differential (DCCD)

In addition to the four-wheel drive systems described above, other symmetrical four-wheel drive options were used on Subaru vehicles, which are no longer used. But the last system we will mention today is the one used on the WRX STI.

This system uses two center differentials. One is electronically controlled and provides on-board computer Subaru good control over the distribution of torque between the axles. The other is a mechanical device that can respond more quickly to external influences than its electronic counterpart. The driver's benefit is ideally here in using the best of the electronic proactive and mechanical responsive "world."

Generally speaking, these differentials naturally exploit their differences - being harmoniously combined by the planetary gear train - but the driver can bias the system towards either of the center differentials using electronic system Driver Controlled Center Differential (DCCD).

The torque distribution for DCCD systems is 41:59 offset towards the rear axle. This is a performance-oriented all-wheel drive system for serious sporting events.

Side torque distribution

So far we have figured out how modern Subaru distributes torque between the front and rear axles, but what about the distribution of torque between the wheels, between the left and right side? On both the front and rear axles, you will usually find a standard open-type differential (i.e. not subject to locking). More powerful models (such as the WRX and Legacy 3.6R models) are often fitted with a limited slip differential on the rear axle to improve traction on the rear axle when cornering.

The WRX STI also features a limited slip differential on the front axle for maximum traction on all wheels. Newest WRX The 2015 and 2015 WRX STI also use brake-based torque distribution systems that brake the inner wheel when cornering to transfer power to the outside when cornering and to reduce the turning radius.

10.05.2006

After reviewing the 4WD schemes used on Toyota in some detail in the previous materials, it was found that there is still an information vacuum with other brands ... Let's start with the all-wheel drive of Subaru cars, which many call "the most real, advanced and correct. "

Mechanical boxes, by tradition, are of little interest to us. Moreover, everything is quite transparent with them - since the second half of the 90s, all Subaru mechanics have an honest all-wheel drive with three differentials (the center is blocked by a closed viscous coupling). From negative sides it is worth mentioning the too complicated design obtained by combining longitudinally installed engine and the original front-wheel drive. And also the refusal of subarovtsy from further mass use of such an undoubtedly useful thing as a downshift. On single "sports" versions Impreza STi there is also an advanced manual transmission with an "electronically controlled" center differential (DCCD), where the driver can change the degree of its locking on the fly ...

But let's not get distracted. The automatic transmissions currently in use by Subaru use two main types of 4WD.

Constant front-wheel drive, without center differential, connection of the rear wheels by an electronically controlled hydromechanical clutch

1 - torque converter lock-up damper, 2 - torque converter clutch, 3 - input shaft, 4 - oil pump drive shaft, 5 - torque converter clutch housing, 6 - oil pump, 7 - oil pump housing, 8 - gearbox housing, 9 - speed sensor turbine wheel, 10 - 4th gear clutch, 11 - clutch reverse, 12 - brake 2-4, 13 - front planetary gear set, 14 - 1st gear clutch, 15 - rear planetary gear set, 16 - 1st gear and reverse brake, 17 - gearbox output shaft, 18 - mode gear P ", 19 - front drive gear wheel, 20 - rear output shaft speed sensor, 21 - rear output shaft, 22 - shank, 23 - A-AWD clutch, 24 - front drive driven gear, 25 - freewheel, 26 - valve block, 27 - pallet, 28 - front output shaft, 29 - hypoid transmission, 30 - pump wheel, 31 - stator, 32 - turbine.

NS This version has long been installed on the vast majority of Subaru (with automatic transmission of the TZ1 type) and is widely known from the Legacy model of '89. In fact, this all-wheel drive is as "honest" as Toyota's fresh Active Torque Control - the same plug-in rear wheels and the same TOD (Torque on Demand) principle. There is no center differential, and the rear-wheel drive is activated by a hydromechanical clutch (clutch pack) in the transfer case.

The Subar scheme has some advantages in the working algorithm over other types of connected 4WD (especially the simplest ones, like the primitive V-Flex). Albeit small, but the moment when the A-AWD is working is transmitted back constantly (unless the system is forcibly turned off), and not only when the front wheels slip - this is more useful and efficient. Thanks to hydromechanics, the force can be redistributed a little more accurately than in an electromechanical ATC. In addition, the A-AWD is structurally more durable. In cars with a viscous coupling for connecting the rear wheels, there is a danger of a sharp spontaneous "appearance" of the rear drive in a corner, followed by an uncontrolled "flight", but with A-AWD this probability, although not completely excluded, is significantly reduced. However, with age and wear and tear, the predictability and smoothness of rear wheel engagement decreases significantly.

The system operation algorithm remains the same throughout the entire production time, only slightly adjusting.
1) Under normal conditions, when the accelerator pedal is fully released, the torque distribution between the front and rear wheels is 95 / 5..90 / 10.
2) As the gas is pressed, the pressure supplied to the clutch pack begins to increase, the discs are gradually compressed and the torque distribution begins to shift towards 80/20 ... 70/30 ... etc. The relationship between gas and line pressure is by no means linear, but looks more like a parabola - so that a significant redistribution occurs only when the pedal is pressed firmly. With a fully recessed pedal, the clutches are pressed with maximum effort and the distribution reaches 60/40 ... 55/45. Literally "50/50" is not achieved in this scheme - this is not a hard blocking.
3) In addition, the speed sensors of the front and rear output shafts installed on the box make it possible to determine the slip of the front wheels, after which the maximum part of the moment is taken back, regardless of the degree of gas delivery (except in the case of a fully released accelerator). This function works at low speeds, up to approx. 60 km / h.
4) When the 1st gear is forcibly switched on (by the selector), the clutches are immediately compressed by the maximum possible pressure - thus, as it were, "difficult off-road conditions" are determined and the drive remains the most "permanently full".
5) When the "FWD" fuse is plugged into the connector, the increased pressure is not supplied to the clutch and the drive is always carried out only to the front wheels (distribution "100/0").
6) With the development of automotive electronics, slip has become more convenient to control by standard sensors ABS and reduce the degree of clutch lock when cornering or activating ABS.

It should be noted that all passport distributions of moments are given only in statics - during acceleration / deceleration, the weight distribution along the axles changes, so the real moments on the axles are different (sometimes "very different"), just like with a different coefficient of adhesion of the wheels to the road.

Full-time four-wheel drive, with center differential, blocking by hydromechanical clutch with electronic control

1 - torque converter lock-up damper, 2 - torque converter clutch, 3 - input shaft, 4 - oil pump drive shaft, 5 - torque converter clutch housing, 6 - oil pump, 7 - oil pump housing, 8 - gearbox housing, 9 - speed sensor turbine wheel, 10 - 4th gear clutch, 11 - reverse clutch, 12 - 2-4 brake, 13 - front planetary gear set, 14 - 1st gear clutch, 15 - rear planetary gear set, 16 - 1st brake gear and reverse, 17 - countershaft, 18 - gear wheel of "P" mode, 19 - drive gear of front drive, 20 - speed sensor of the rear output shaft, 21 - rear output shaft, 22 - shank, 23 - center differential, 24 - center differential lock clutch, 25 - front-drive driven gear, 26 - freewheel, 27 - valve block, 28 - pallet, 29 - front output shaft, 30 - hypoid gear, 31 - pump wheel, 32 - stator, 33 - turbine ...

VTD (Variable Torque Distribution) scheme is used on less mass versions with automatic boxes type TV1 (and TZ102Y, in the case of the Impreza WRX GF8) - usually the most powerful in the gamut. Here, with "honesty" everything is in order - the all-wheel drive is really permanent, with an asymmetric center differential (45:55), which is blocked by an electronically controlled hydromechanical clutch. By the way, Toyota's 4WD has been working on the same principle since the mid-80s on the A241H and A540H boxes, but now, alas, it has remained only on the original rear-wheel drive models (all-wheel drive like FullTime-H or i-Four).

For VTD Subaru usually comes with a fairly advanced VDC (Vehicle Dynamic Control) system, in our opinion - a system directional stability or stabilization. At the start, its component part, TCS (Traction Control System), slows down the skidding wheel and slightly strangles the engine (firstly, by the ignition timing, and secondly, even by turning off some of the injectors). On the go, the classic dynamic stabilization works. Well, thanks to the ability to arbitrarily brake any of the wheels, VDC emulates (imitates) a cross-axle differential lock. Of course, this is great, but you should not seriously rely on the capabilities of such a system - so far, none of the automakers has even managed to bring "electronic locking" closer to traditional mechanics in terms of reliability and, most importantly, efficiency.

1.3. "V-Flex"

Permanent front-wheel drive, without center differential, connection of rear wheels with viscous coupling

Probably worth mentioning is the 4WD used on small CVT models (like the Vivio and Pleo). Here the scheme is even simpler - permanent front-wheel drive and the rear axle "connected" by a viscous coupling when the front wheels slip.

We have already said that in English language under the concept of LSD all fall limited slip differentials, however, in our tradition, this is usually called a system with a viscous coupling. But Subaru used a whole range of LSD differentials in their cars ...

2.1. Old Style Viscous LSD

These differentials are familiar to us mostly from the first Legacy BC / BF. Their design is unusual - not the shanks of the grenades are inserted into the gears of the axle shafts, but the intermediate spline shafts, on which the internal grenades of the "old" model are then mounted. This scheme is still used in the front gearboxes of some Subars, but the rear gearboxes of this type were replaced with new ones in 1993-95.
In the LSD differential, the right and left half-axial gears are "connected" through a viscous coupling - the right spline shaft passes through the cup and engages with the clutch hub (the differential satellites are cantilevered). The clutch housing is integral with the gear of the left axle shaft. In a cavity filled with silicone fluid and air, there are disks on the splines of the hub and housing - the outer ones are held in place by spacer rings, the inner ones are able to move slightly along the axis (to be able to obtain a "hump effect"). The clutch responds directly to the difference in speed between the right and left axle shafts.


During straight motion, the right and left wheels rotate at the same speed, the differential cup and side gears move together and the moment is equally divided between the side axles. When there is a difference in the speed of rotation of the wheels, the housing and the hub with the disks fixed on them move relative to each other, which causes the appearance of a frictional force in the silicone fluid. Due to this, in theory (only in theory), there should be a redistribution of torque between the wheels.

2.2. New design viscous LSD

The modern differential is much simpler. The grenades of the "new" design are inserted directly into the axle gears, the satellites are on the usual axles, and the disc pack is installed between the differential housing and the gears of the left axle shaft. Such a viscous coupling "reacts" to the difference in the rotational speed of the differential cup and the left axle shaft, otherwise the principle of operation remains the same.


- Impreza WRX manual transmission up to 1997
- Forester SF, SG (except FullTime VTD + VDC versions)
- Legacy 2.0T, 2.5 (except FullTime VTD + VDC versions)
Working fluid - transmission oil API class GL-5, viscosity according to SAE 75W-90, capacity ~ 0.8 / 1.1 l.

2.3. Friction LSD

The cam-type friction differential was first used by Subaru in 1996 on turbo Imprezers, then it appeared on the Forester STi versions. The principle of its operation is well known to the majority from our classic trucks, "shishigam" and "UAZ".
There is practically no rigid connection between the drive gear of the differential and the semi-axles, the difference in angular velocity rotation is provided by slipping of one axle shaft relative to the other. The separator rotates with the differential housing, the keys (or "crackers") attached to the separator can move in the transverse direction. The ridges and valleys of the camshafts, together with the keys, form a rotation transmission, like a chain.

Evgeniy
Moscow
[email protected] site
Legion Autodata

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The world premiere of the Subaru XV crossover, based on the Subaru Impreza model, took place in 2011 and today this car has firmly established itself in the ranks of urban SUVs.

There is never a lot of ground clearance, especially in our conditions.

Therefore, it is worth getting to know the crossover, and which has this very ground clearance to the maximum. This is the new Subaru XV, which has a ground clearance of 220 mm. This car, like the Subaru Forester, is built on the platform of the new Impreza. He is slightly smaller than the "forester", but ground clearance he has exactly the same. Plus the obligatory four-wheel drive. It's Subaru!

Why does a car need such an impressive distance between the road and the body? Ask those who live outside the city and every day overcomes kilometers of not the most better roads... Also, those who live in the city, but on those streets where there is no asphalt, will give you an answer to this question.

Alternative option

However, ground clearance is not the only criterion when choosing universal car... After all, if this were so, then you simply did not have an alternative to an equal SUV, but there is such an alternative. Subaru XV on off-road ability can give odds to many frames, and as for the behavior on the asphalt and fuel consumption, then almost any comparison will be in favor of the crossover.

In order to better understand the dimensions of the Subaru XV, we present the data of "Forester". XV is 15 cm shorter and 12 cm lower, but their wheelbase is almost the same. In fact, no one will feel the difference of 5 mm in practice, and therefore the interior of the Subaru XV is practically as spacious as that of the Forester.

Specifications

• Length: 4450 mm
• Width: 1780 mm
• Height: 1615 mm
• Wheelbase: 2635 mm
• Curb weight: 1415 kg
• Clearance: 22 cm
• Trunk volume: 310/1210 liters

The difference in length is only noticeable in the volume of the trunk. If Forester has 505 liters, then Subaru XVI has only 310. On the other hand, for most compact five-doors it is quite a usual figure. Of course, the trunk can be quadrupled if folded rear seats... For a car with four-wheel drive, there is always an oversized luggage with which you need to make an excursion to nature.

Yes, the backrests of the rear sofa are not tiltable here. But the landing here is easier than on the Forester and this allows you to move with greater confidence on the asphalt. This Subaru is capable of cornering at a speed worthy of the best premium passenger cars.

The fact that the car has a ground clearance of 22 cm is absolutely not felt. And it's clear why. The boxer engine traditionally allows the center of gravity to be lower than that of other cars. Plus permanent four-wheel drive and a very competent tuned system of exchange rate stability.

As for the engines, we have the Subaru XV available with two engines, both gasoline. The volume of the basic unit is 1600 "cubes". It has 114 hp.

But much more interesting, of course, is the two-liter engine, in which there are one and a half hundred racers. With it, acceleration from zero to the first hundred takes 10.5 seconds, and the fuel consumption in the combined cycle is less than 8 liters per 100 km. And here's what's interesting: this figure for the version with an automatic transmission is better than that of a car with a 6-speed manual.

Engines:

• 1.6 liter petrol
• Power 114 HP
• Torque: 150 Nm
• Maximum speed: 179 km / h
• Acceleration time to 100 km / h: 13.1 sec

• 2 liter petrol
• Power 150 HP
• Torque: 198 Nm
• Maximum speed: 187 km / h
• Acceleration time to 100 km / h: 10.7 seconds
• Average fuel consumption: 6.5 liters per 100 km

CVT features

The reason is simple: here, as in the new generation Forester, not a classic automatic, but a Lineartronic variator. That is, there is no gear change as such, but there is constantly unrelenting traction in almost the entire rev range. There is some howling characteristic of the variator, but it drowns in the specific pleasant sound of the boxer engine. Especially if this motor is turned.

By the way, if desired, the variator provides the ability to change gears in manual mode, moreover, not only with a selector, but also with paddle shifters. Although, to be honest, the CVT does an excellent job even without the driver's prompts.

By the standards of the class, the Subaru XV has a fairly spacious interior. Especially when compared to competing crossovers. Here you can immediately feel the advantage that the car is built on the basis of passenger car... And the fit is more comfortable, and the controls are all at hand.

The interior, of course, is not as smart as that of "Forster", but the quality of finishing materials is also up to the mark. Front panel made of soft plastic. The seats, although they seem to be ordinary, actually keep the driver and passengers very tenaciously in the corners.

Audio system, climate control, power windows - all this is already "in the base". But keyless entry to the salon, engine start button, leather seat upholstery, rain and light sensors, as well as dual-zone climate control are only required top-end configuration... In it, the place of a monochrome display will also be taken by a multifunctional color one, the same as on the Forester, with a dynamic picture and a connected rear-view camera.

All-wheel drive system

Subaru XV is only four-wheel drive. True, the "four by four" scheme can be different here. It all depends on the engine and transmission. The most off-road, oddly enough, is the version with a 1.6-liter engine and a manual transmission. It has a self-locking center differential and a reduction gear. So, if you plan to take more or less regular real mud baths, it is better to opt for this version.

Cars with a variator have their own symmetrical four-wheel drive scheme, with active torque distribution. By default, 60% of the thrust is transferred to the front wheels and 40% to the rear. But for better grip wheels with road and better handling, this ratio can be changed almost instantly and very flexibly. This is precisely the reason for the feeling of confidence that appears in every driver who happens to be behind the wheel of a Subaru.

Mandatory for all XV versions is the stability control system. By the way, in all trim levels, except for the most basic, Subaru XV is equipped with front side and curtain airbags. On European tests this crossover has received the highest rating - five stars. Moreover, this particular car was named “the safest for children of passengers”.

Subaru XV really universal machine, which is equally good at coping with almost all tasks that cars face when operating in our conditions. It is comfortable in the city, gorgeous on the highway and is not afraid of moderate off-road conditions.