What kind of four-wheel drive is the Haval H9?

[VonLayla]

Haval H9 is equipped with an on-demand four-wheel drive system. Haval H9 is a mid-to-large-sized SUV, and the new Haval H9 is powered by a 2.0-liter turbocharged engine across the entire lineup. The maximum power output of this car's engine is 165 kW, and the maximum torque is 385 Nm. Information about the on-demand four-wheel drive is as follows: 1. The on-demand four-wheel drive system only switches to four-wheel drive when appropriate, while remaining a two-wheel drive system under other circumstances. 2. On-demand four-wheel drive is different from part-time four-wheel drive, which requires manual switching between two-wheel and four-wheel drive, and full-time four-wheel drive, which operates in four-wheel drive under all conditions. 3. Due to the special structure of the on-demand four-wheel drive, it is more suitable for models based on the front transverse engine front-wheel drive platform, which makes it possible for many SUVs or four-wheel drive cars built on this platform to be equipped with a four-wheel drive system.

[LeJayce]

The Haval H9 uses BorgWarner's TOD intelligent on-demand four-wheel drive system, which is incredibly smart. It operates in rear-wheel drive for fuel efficiency during normal conditions and automatically switches to four-wheel drive when slippage is detected. The key feature is its low-range four-wheel drive mode, which amplifies torque by 2.48 times, allowing the wheels to maintain solid traction even when the engine is roaring on steep climbs. The rear axle is equipped with an Eaton electronically controlled differential lock—just press a button to lock the rear wheels when stuck. I once got out of a muddy situation with one wheel off the ground thanks to this feature. The all-terrain system offers six preset modes for conditions like sand and snow, making it user-friendly even for beginners. However, for extreme off-roading, this four-wheel drive system isn't as hardcore as a part-time four-wheel drive, but it's more than sufficient for everyday off-road adventures.

[LaLily]

When it comes to the 4WD core of the Haval H9, it adopts a central transfer case structure with a multi-plate clutch, and the electronic control switching is more user-friendly than a mechanical gear lever. In AUTO mode, the torque between the front and rear axles is automatically distributed from 0-100%, but the inter-wheel limited slip mainly relies on electronic braking. In low-range 4WD, the torque can be doubled, and combined with a 220mm ground clearance and a 28° approach angle, it handles gravel roads with ease. The best part is that the entire lineup comes with a tank turn function, which locks the inner rear wheel to reduce the turning radius when making a U-turn on narrow roads. I've tried it in a dead-end alley and needed two fewer steering wheel turns compared to a regular car. Of course, during prolonged high-load off-roading, the multi-plate clutch is prone to overheating, but the manufacturer has set up a protection mechanism.

[VanHarper]

A seasoned driver who has taken the H9 to Tibet shares: The most practical thing about this SUV's 4WD system is how worry-free it is. When taking sharp freeway ramps in rain, the system quietly engages 4WD to prevent skidding; on icy roads with snow mode activated, gentle throttle input ensures slip-free starts. Switch to mud mode when crossing riverbeds - the electronic traction control kicks in instantly, locking wheels the moment they spin. The rear diff lock button (that satisfying red switch under the AC panel with an audible 'click') proved its worth when climbing out of sand pits in low-range 4WD - watching a following Land Cruiser Prado struggle in 2nd gear was priceless. Pro tip: remember to disable ESP for sand driving (a detail easily missed without checking the manual).

[LaBrody]

From a seasoned H9 modifier's perspective: The factory TOD 4WD system is adequate but has room for improvement. The rear axle features a genuine electronic-controlled dog clutch differential lock, outperforming some competitors' multi-plate clutch setups. The front open differential is a weak point, but upgrading to a limited-slip differential only costs around 2,000 yuan. Special praise for the chassis: body-on-frame construction with double-wishbone front suspension maintains smooth door operation even during extreme cross-axle situations. The reinforced factory driveshaft has shown zero play after four years of rough terrain use. Transfer case fluid needs changing every 20,000 km - never cheap out on gear oil to avoid embarrassing overheating protection triggers. Bottom line: this remains the only true 3-lock hardcore SUV under 300,000 yuan.