Center Diff Question

[Titoizo]

I have an 09 Journey SXT, the V6 model with AWD.

Out of curiosity, I tried finding out some information about the torque split, and some other things. Not a greatly experienced car person, but I have some basic knowledge about differentials and such. Does anyone happen to know if the torque is split 50/50 on this model? And if the center diff is locked or open? Thanks!

[Appalachian Journey]

The 09 brochure I have doesn’t give detail. Someone may mention it in a review. Alex on Autos shoots long, detailed reviews. The Journey and Avenger used a lot of the same bits. I don’t know if AWD parts are shared. If yes the programming may be different. AllPar says of the Avenger AWD system, “The AWD set up was dubbed "electronically controlled coupling" and Chrysler claimed it was cheaper but more precise and easier to calibrate than viscous-coupling, Torsen®, or gerotor systems. The system activated automatically at times (including under full throttle, and between 25 and 65 mph) without needing wheel slippage. The AWD system had a rear drive bias at speeds over 25 mph and under high throttle to make handling more neutral.”

 

https://www.allpar.com/threads/2008-2014-dodge-avenger-cars-cheap-comfortable-performance.228195/#post-1085222293

[John/Horace]

 

No center diff on Journey, rear diff, front ptu and front transaxle built into automatic transmission like on most front wheel drive cars.  Viscous coupling is bolted on front of rear diff, not on center diff like Jeep’s etc. It actually works pretty good in deep snow and icy roads. Need to keep an eye out for leaks on awd components on all vehicles, very expensive to run something dry and blow it up for rebuild/replacement. Turning off traction control is the first step if stuck with awd, most people seem to forget that.

Owners manual has some specific details on how the awd is set up.

 

 

[John/Horace]

Here is a discussion of the AWD system from the service manual, which I found to be quite interesting and informative:

The all-wheel-drive system requires no driver input or control. Under most driving conditions, it is passive and power is transmitted to the front wheels alone. The system functions to optimize traction and handling under the following conditions:

Anticipates slip by responding to pedal position unlike all-wheel drive systems that rely on pumps or viscous fluids to transfer torque, the system requires no front-to-rear slippage for activation. This allows the system to transfer torque in response to accelerator pedal position. If the driver is asking for a lot of power, the system immediately starts clamping the Electronically Controlled Coupling (ECC), transferring a high percentage of power to the rear wheels. This avoids front wheel slippage, as power to propel the car is transmitted through all four tires. This mode of operation is called open-loop operation in that there is no feedback to affect the torque transfer.

Modulates torque to optimize traction on slippery surfaces a second, closed loop, operating mode uses feedback from the wheel-speed sensors to determine the appropriate torque transfer. When the front wheels slip, the all-wheel-drive electronic control module tells the ECC to start clamping, sending power to the rear wheels. Attempting the same aggressive launch described above with the front wheels on ice and the rear wheels on dry pavement, the ECC sends even more torque to the rear wheels to minimize slippage and launch the vehicle. Both modes are always active and the maximum of the two is chosen. Power to the rear wheels is modulated during lost of traction while traveling at freeway speeds; for example, hydroplaning on a puddle of water, will send very little power to the rear wheels because the controller knows at those speeds a lot of power is not needed at the rear wheels.

Prevents binding during low-speed turns a third condition, which is independent of the others, uses the ESP steering angle sensor to determine when the vehicle is turning in a tight circle. This condition causes the electronic control module to reduce torque to the rear wheels to prevent binding in the driveline. The electronic control module is always checking for this condition as well.

Influences handling at moderate speeds. The AWD system is used to influence vehicle dynamics. Other manufacturers limit AWD to aiding traction or providing off-road capability. They concentrate on launching the vehicle or going off road at speeds up to about 25 mph (40 km/hr). Above that speed range, they use it to limit wheel slip for traction. Additional ECM calibration controls torque to the rear wheels for improved handling in the 25-65 mph (40-105 km/hr) range. In this speed range, the system utilizes torque to the rear wheels during cornering with the throttle open to make the car turn more easily – make the handling more neutral. This is more readily accomplished with an electronically controlled system, than with viscous-coupling or gerotor systems that require some degree of front-to-rear slip to transfer torque to the rear wheels. Above 53 mph (113 km/hr), the control strategy provides minimal torque to the rear wheels under normal driving conditions to aid fuel economy.

Works with ESP and Traction Control the electronic control module also interfaces with the ESP and traction control systems. The interface allows the ESP system to use the ECC to help gain control of the vehicle. For this purpose, torque transmitted to the rear wheels by the ECC can be reduced. The AWD system is not traction control. It only works on situations where front-torear traction varies, for instance, front wheels on ice, rear wheels on dry pavement or climbing steep grades. AWD does not aid side-to-side traction. ESP does that through brake intervention.

[Appalachian Journey]

41 minutes ago, John/Horace said:

Turning off traction control is the first step if stuck with awd, most people seem to forget that.

 

 

And FWD when going up snow covered roads.

Edited January 18, 2022 by Appalachian Journey

[John/Horace]

Specs say rear diff and open.

 

 

2019 Dodge Journey SPECIFICATIONS - Amazon S3

https://s3.amazonaws.com › mediasite › specs › 2...

 

PDF

 

2019 DODGE JOURNEY | SPECIFICATIONS ... Electronically controlled coupling(ECC) with variable torque output. Rear Differential. Open. ELECTRICAL SYSTEM