Cars classics

Cars classics

1964 Ford Mustang

Ford / Mustang

This happened April 17, 1964. Powerful midsize cars with large engines gradually forced out of full-brothers from the market. Lee Iacocca, senior manager of Ford, foresaw that the small sports cars will be the next weapon in the Serious road wars and wars for the market. Ford has decided that, rather than to develop one of their previous models, it is better to create a new direction and a new class of machines - the pony-car. Initially the car was conceived as a double, in the best European traditions, but eventually turned four. To reduce costs, Mustang was based on the issued already Ford Falcon. But the twist in the Mustang was a huge number of additional options that could order the client and which brought additional revenue. Company Plymouth thought they would be able to knock out his Mustang with the market model Barracuda two weeks, but history has shown that for the first day sales of 22,000 Mustangs were sold, and the first two years, sales exceeded $ 2 million, which saturated the American market for those years is a huge figure. People turned their attention to a new class of pony cars and this is the only class of powerful cars, which still exists today.

History cars

History cars



History of the word "Car"

Story about the history of cars is logical to start with the history of the origin of the word. Not everyone knows where did the word "car". Self-propelled wheelchair (vuatyuootomobil) - the first crew with a mechanical engine. Eventually, from this title have only the word "otomobil", which originates from the Greek "auto" (himself) and the Latin word "mobilis" (mobile). These two words gave rise to the familiar to our ears "car" and "car".
The first attempts to create a car



In the XVII century there were people who tried to create a crew, in which you want to harness the horses, but those crews moved through the efforts of other manpower - passengers themselves or lackeys. At the same time, the French engineer Nicolas-Joseph Kyuno created the first steam-engine car designed for artillery weapons. This vehicle is located in the Paris museum of arts and crafts. The first attempts are not allowed to create a full-fledged car. By and large, were not cars and steam omnibuses, which appeared in England in the XIX century. Being too heavy, they consume large amounts of water and fuel, and demanded a thorough and lengthy preparation for the march. Omnibus moved slowly, destroying roads, which had appeared lost railways. But the role of these machines in the history of automobiles have played - was to prove the possibility of mechanical movement, developed and tested the main units and mechanisms. However, it is these seemingly ridiculous vehicles and gave rise to the history of cars .... Initially the XX century. came a classic layout, known to all (imagine a modern car, better than Russia's), which had served as a basis for vehicles for many years.

Mercedes SLS 2010 NEW!

Mercedes SLS 2010

Prototypes of the super-sport SLS AMG Gullwing still being tested, and Mercedes and AMG announced yet another joint project. Partners are preparing a revolutionary model - in the spirit of the XXI century.: SLS eDrive designed to ... electric.

The draft was not a "hybrid" power unit: internal combustion engine for the future "Merci" non-existent. Instead of V-shaped 6.2-liter "Eight» M159, like SLS AMG Gullwing, 2-person sports coupe is completed, the plan, 4-I (four!) Traction electric motors. One for each of the wheels: four-wheel drive super sports!

Energy Charge

Innovative project as a "native" fits into the architecture of "winged» SLS AMG, which debuted in mid-September at the IAA 2009 in Frankfurt. At the all-aluminum supporting structure organically placed numerous Electrical: traction batteries, thyristor controller, a voltage converter. And of course, e-motors - to 98 kW maximum power each. The total capacity of e-motors - up to 533 hp, the highest torque - 880 Nm. At the level of super-sport, but it's not only (and not so much) in the power and torque.






Under the appearance SLS AMG Gullwing may be hiding in electrical XXI.
Under the appearance SLS AMG Gullwing may be hiding in electrical XXI.


At SLS eDrive has other advantages, and realize that something is not so easy. Tellingly, e-traction motors mounted on the chassis, and not in the rim (as in other projects, e-Mobile). Thus, in order not to increase the unsprung mass. E-motors turning the wheel through the usual half-axis with constant velocity joints-s - like cars and four-wheel drive. And the front suspension layout for a pair of e-motors have to reconstruct: instead of spring-absorber legs - "formula" scheme of push-rod (with a horizontally arranged elastic elements). That's all, whereas the kinematics of the front and rear suspension, on a plan, the same.

E-Traction motors are powered by lithium-ion batteries, packed in 3 packages with a capacity of 16 kW-h. Total to 48 kWh e-energy in the "cruising" mode, enough to be at 400 + kilometers. Already seriously. However, weigh packages, a total of about 4 quintals! And there are (currently) thousand $ 48 - only batteries ... But in the power unit also includes a power and control electronics, e-traction motors. In general, the pleasure is very expensive, and electrical depressingly massive. So that the equipment SLS eDrive be 250 kilograms heavier than its gasoline with a prototype of the Group of Eight. That is, pull at least 1850 kg. But more on all 19 quintals. Agree, when the payload of the vehicle (for SLS eDrive somewhere up to 200 kg) is half the weight than just some traction batteries, the question arises ... is justified whether such a complicated, expensive and impractical design?

Today it is difficult to give a definite answer - is too great uncertainty attendant circumstances. And how appropriate looked 75 years ago, helicopter pilot? Or earliest examples of television receivers? Ridiculous first computer in the II half of the 40's? The risk in the way of technological progress be eliminated - in principle. And who does not risk, as we know, ... all the risks.

Anyway, Mercedes and AMG engineers tend to benefit from even-won, at first glance, the hand. Thus, by placing massive battery very low on the chassis, they are making a noticeable decrease in the height of center of gravity of the car. In addition, a kind of "ballast" allows you to play "weight distribution" axis: wish to 48/52%? For God's sake. And maybe 44/56%? No questions. Key, among other things, properties, which strongly depends on road holding and handling cars. But for super-sport ...

According to representatives of Mercedes-AMG, from the powerful spetsrazema pulling e-SLS eDrive battery charge for 5-6 hours. And from the consumer network (220) for good 8 hours. There is a difference with refueling at the gas station, is not it? All true, but a medal is another side.

The unique layout of the units and assemblies SLS eDrive.
The unique layout of the units and assemblies SLS eDrive.


Electric potential

First of all, economical and environmentally "friendly" e-mobile. In fact, in an atmosphere of a megacity such here SLS eDrive easily cost 10.12 kilowatt-hours e-power 100-km run. Super Sports! Count in rubles ... And at zero (local) emissions of harmful substances. Special highlight: local. For e-energy to "refilling" the battery does not fall from the sky, and is generated at power stations. That burn in the best case, natural gas, and at worst - all the same angle. As for nuclear power and reluctant to start ...

In general, the illusion warranted here: e-mobilized simply moves the question of sources of energy from point A to point B. While not remove it. Yet SLS eDrive does not poison the atmosphere here and now - in the center of a major city. Where the situation is approaching battle - the terms of the world I (Battle of the Somme, etc.).

And for the super-G in the sport that a complete e-drive opens completely unusual opportunity: a unique traction control on the driving wheels. Power electronics finely adjusts the load of each of the e-motors - in real time. Instantaneous change in traction - depending on the current conditions of adhesion of a wheel running surface. Intensive crackdown on wet or slippery road. And not only, most importantly - the active control of the car understeer.

For example, when entering a turn draft is redistributed in favor of the rear axle - and the internal (relative to the turn) wheel. The machine displays a degree of oversteer and willingly zarulivaet in turn. The movement along the curve determined balance traction axles and wheels: more or less neutral understeer. And out of the turn is attached to the car understeer, and he vigorously accelerates, straightening the trajectory and clinging to the road all the 4-th wheels.

For each of them at any moment served only as much traction as needed. For example, in the limit of adhesion to the running surface - in a rapidly changing traffic conditions. Or, in excess of the limit - the intention to disrupt the wheel to slip. Sometimes it was necessary. And in general - a lightning redistribution of torque to the front and rear axles, left and right sides of the game ... fine thrust vector - and the front and rear. Three members of the full e-drive - unmatched road holding and precision control, it only competently prepared for the CPA program. The difficult task in itself - because here an unusually large number of degrees of freedom, in a coherent game and that is the hidden potential in highly dynamic e-mobile. You'll see, SLS eDrive beat the record for "Eight MT» and the "northern loop" cult track Nurburgring - why not?

While the true "drivers" may treat the electric super-sports with doubt: no clutch pedal or gearshift lever. Not serious ... Well, really new is often viewed with skepticism. Initially.

SLS eDrive promised in the (small) serial production by 2015 model year. That is, after 5 years, as told in such cases, Nasreddin Hodja, a check will die, or donkey would die. Wise Hodge was not wrong, but it was not the case. The idea of a super sport with full e-drive is in the air, and the only question is who will be the first. Maybe it was not Mercedes-AMG ...

And in 5 years, traction batteries, no doubt move forward and above: will be more compact, lighter and cheaper. And charge them learn faster - not in 5-6, and 3-4 hours. It is quite another thing, is not it?

Mazda3 | - 330 ?

Mazda3

Ford's Focus and the US-Japanese Mazda3 - corporate "twins". And once we went to "focus" of the next generation, then wait for an updated "troika", which goes in the light even before the related products under the "blue oval". And indeed, during the motor show in Los Angeles premiere sedan Mazda3. And the Italian autoexhibition in Bologna in early December and made his debut as "hatchback".

At Mazda Motor talking about the evolution of "troika" (rather than revolution): thus, the main dimensions - wheelbase - remained the same. But the increased front and rear overhangs, and overall length of the Mazda3 sedan reached (in versions for North America), 4595 mm; rather big machine. Nevertheless, as stated in press releases, "troika» II generation is not gaining weight - due to severe "rate of weight loss" suffered by passenger car.

Carefully selected reserves: the power unit, chassis - and, most importantly, its supporting structure. Application of high-strength (sheet) have increased by almost half, which reduced the weight of the structure of almost 11 kg. And also to increase its rigidity. According to information from the Mazda Motor, resistance to bending improved by 7%, it is difficult to overstate the importance of such modest (on the side view) to achieve the road holding and handling.

Driving pleasure

Here on the propulsive performance Mazda3 and the updates in question. Avtoobozrevateli run-in "troika" of 2009 and made a first impression. And Europeans are quick to get acquainted with the 5-door "hatchback» MZ-CD - complete with cost-effective 1.56-liter turbodiesel CRTD. While the Americans prefer sedan Mazda3 s Grand Touring, staffed by a powerful 2.5-liter "quartet" on gasoline.

Three valiantly rushes and on a dry road and the puddles.

Machines are not the same: for example, for the filling weight Grand Touring 35-40 kg exceeds the MZ-CD. And instead of a 5-speed "knobs" like a 5-door Mazda3, «a loaded sedan is equipped with a 6-speed gearbox - not to mention the difference in the amount of rubber. More interesting that the commentators are singing on the road holding and handling the upgraded "troika" in unison. According impressions Europeans, precision and precisely defined steering gives excellent feedback to the steered wheels in the machine turns remarkably obedient and tenaciously holds the trajectory in the bundle turns.

Mazda3 Sedan performed for North America.


The Americans point out the correct balance running: understeer generally neutral. In Grand Touring live manageability and sensitive response to the "gas" - more sports sedan than a family passenger car. Most real pleasure of driving. Impressions reviewers confirmed by standard tests: the "circular area» (skid pad) sedan showed lateral acceleration to 0,85 g. Few of the cars and can boast such a road holding - except hondovsky Civic Si (as much 0,89 g), available at the North American market. Unmatched sports sedan and the yield is not a sin (do not confuse it with a faint shadow - the European "hatchback").

Other types of exercises - "Eight MT», which the Grand Touring (all-season rubber on the Yokohama Avid S34) was in the best of the attempts for 27.6 seconds. Also excellent result - only 0.6 seconds. weaker than the Civic Si. At that speed tuning the chassis does not hurt comfort: air suspension absorbs road irregularities literally like a sponge, and the course of a smooth and even. Maybe "troika" is not as soft as the Honda Civic EX Sedan or Toyota Corolla (for the North American market), but the difference is justified excellent controllability Mazda3 s. The feeling of tightening and sporting occasions: "Ah, three! Bird troika, who invented you? Know a perky people you could only have been born ... ".

Powertrain also on the level. Even a modest 109-strong CRTD was surprisingly clockwork and tyagovity: he relentlessly drove the winding roads of the test run. And he worked very smoothly - and the level of noise was like the little engine with compression ignition. Well, the American Grand Touring with a 2.5-liter gasoline "Quartet" (the maximum power at 170 hp) and shown at all answered by a serious acceleration. Thus, a distance of 1 / 4 mile (402 meters), he went from place to 15,8 sec., Speed at the end of the segment - 141 + km / h. But from the European "troika" with 2.2-liter 185-horsepower turbodiesel dynamics, apparently, not worse ...

The brakes operate smoothly and predictably, "fading" No, pedal sensitive and not too heavy. However, to stop from a speed of 96,5 km / h (60 miles), Grand Touring sedan will take at a testing distance from 37,5 to 38,7 m bit much for a compact legkovushki; seems not everything is going well with the distribution of brake force . Provision for further improvement.

Engines successfully coordinated with the Transmission: 5-speed "knob" switch easily and accurately. But the 6-speed gearbox is flawed - sometimes goes with bobble III. And fuel consumption dynamic Grand Touring differs from the European "hatchback" with 1.56-liter turbodiesel - scared to say how much.

The divergence of views

Due to the increased rigidity of the structure and carrier effective sound insulation, the impressions of European observers, the noise from the road and the oncoming air in the cabin MZ-CD hardly audible. Zoom-Zoom philosophy into action. However, Europeans are frankly disappointed by the interior space design updated Mazda3. Like how much has been done to bring the interior of the Troika at the proper level: on the front panel focused on the driver, as always, dominated by "binoculars" speedometer-tachometer. The navigation screen on the center panel, raised higher, and the man behind the wheel do not have time and again look to pull off the road.

On the one hand - carefully thought-out ergonomics of the driver's seat. On the other - an interesting design for some reason overloaded loose buttons and switches. And in the center console and on the "steering wheel"; approach yesterday. Quality of finishes, too, leaves much to be desired: not attracted to that class, which shows the passenger car in motion.

Interesting design of the front panel, but the buttons and keys and in fact too much.
Interesting design of the front panel, but the buttons and keys and in fact too much.


Interestingly, American commentators - in contrast to the Europeans - just completely satisfied with interior upgraded Mazda3. Apparently, the ocean somewhat different standards - and the requirements bunched bracket is not high. They are there simply are not spoiled by such, for example, samples of design and decoration, like a VW Golf. But the Americans claim to sound insulation: in the Salon Grand Touring penetrate annoying noise from the road. Directly opposite impression, then, a lot depends on the circumstances in which testing is conducted. Selection of rubber and road surface characteristics (even advanced) can sometimes change the sign "+" to "-". Or vice versa.

However, neither those nor the other, and no complaints about the organization of inner space: a spacious cabin comfortably arranged four adults. While five of them are unlikely - except in nedalnie trip. Seat backs 2-nd series of folding, - by itself, separately. At 5-door legkovushki loading space, of course, is particularly flexible, but the sedan also allows some options for accommodation of passengers and luggage.

U hatchback, roomy and comfortable boot.
U hatchback, roomy and comfortable boot.


Comfortably-entertainment equipment upgraded Mazda3 completely up to date - but basic versions for the North American market (which cost even without ABS). But in the list of options, leather upholstery, "music» Bose 10 speakers, heated seats, etc. attributes of luxury, every whim for your money. The standard package of "passive" safety includes 6 "cushions" and "curtains", and besides - "active" head restraints that protect passengers in rear-end. It remains to see how the new model will show itself in trials NCAP «Impact" (on American and European techniques), and then formed an integral image.

Design "troika» II studied Japanese Kunihiko Kurisu: he sought to preserve the distinctive features of the previous model (although, as submitted, all exterior body panels molded anew). Car looks fresh - especially the full-face, which is dominated by large, low-cut falshradiator. Needless to say, "false", since the air supply to the radiator and the engine intake is sufficient and 1 / 3 square neckline. And incidentally, at the entrance to the hood space provided for special deflector, which rejects the flow of air at high speeds. In a plus for aerodynamics.

It is significant that the views of commentators on the extraordinary appearance of the troika »II available; what will tell potential buyers? How marketers think, controversial looks much more advantageous than the faceless. Anyway, the updated Mazda3 will not leave anyone indifferent: many take to heart. And please everyone and do not need.

Ten-points scale


American commentators painted their impressions on the items. I appreciated the test machine in points - out of 10 possible:

Appearance - 9 points. Updated troika will win the recognition of many with his sharp modern (and attractive) design. Although perhaps not all.

Dynamics and control - 8 points. With regard to the fuel consumption (EPA), then the Mazda3 II generation did not beat the competitors in the class. Then how to beat "troika" of the pleasures of the driver, it is difficult.

Comfort and quality - 8 points. The driver and passengers comfortable in the cabin Mazda3 - even on long journeys. Irritating, though, the noise from the tires - especially on bumpy roads.

Safety - 8 points. In the cabin of the troika »II generation set of" pillows "and" curtain "of security, as well as" active "head restraints that protect passengers in rear-end. However, the underlying performance has not been completed even ABS, - not to mention the ESC and the like.

Room - 9 points. In the performance Grand Touring «troika pulling on the model of hi-end, offered a substantial discount. Although the complete set of basic performances rather scanty.

The plus

* Excellent for a compact legkovushki dynamics, controllability and stability.

B minus

* Noise from the road that penetrates into the salon from the bottom;
* Brake, the effectiveness of which leaves much to be desired.

Overall score - 8.4 points (out of 10 possible). Updated Mazda3 remains active nature of its predecessor. Probably not a revolution in the automotive industry - but definitely not an empty room.

Help-obektivka. The front-wheel Mazda3 - «global" cars. She goes out and the North American and European markets - in 2 - and 3-volume versions. And in Japan (and in some other countries in Southeast Asia) is the same model known as the Axela, - naturally, with the right-hand drive. Either way, it is based on a universal platform of Ford's C1, which except for "Focus and Mazda3, also based Focus C-Max and Kuga, Mazda5, Volvo C30 and S40 - and a few other interesting models.

That is, the "troika» II generation is the same (great) chassis as that of "brothers" on the platform, although the range of power units is not devoid of brand identity. For the European Mazda3 are already run in gasoline Quartet »MZR 1.6 and 2.0 working volume of 1.6 liters and 2: Maximum power - 105 and 150 hp (at 6 thousand rpm and 6500 min-1 respectively). In addition, there are a couple 16-valve turbo diesels CRTD. One 1.56-liter - collaborative Ford Motor Co. and PSA; it develops up to 109 hp at 4 thousand rpm. And another - "home" new 2.2 CRTD working volume of 2184 "cubes" in two settings: 150 and 185 hp at 3500 min-1. The highest torque - 360 Nm or 400 (depending on boost pressure). Incidentally, the engine fitted with a "start-stop", which knocked him at every opportunity. Also savings.

The latest petrol MZR 2.0 DISI with an unusual system of "start-stop".
The latest petrol MZR 2.0 DISI with an unusual system of "start-stop".


"Junior" engines are equipped with a manual 5-speed gearbox and 2.2-liter CRTD comes with a 6-speed "handle". While 2-liter MZR 2.0 fits exclusively with a 5-speed fluid mechanics "automatic", such alignment. In North America, Mazda3 is the same with gasoline, the Quartet (of speech, no diesel). With the same 2-liter (version i), or with the new MZR 2.5, borrowed from the 6-th model - under the symbol s.

Peculiar long-excursion design: the old 2.26-liter 16-klapannik "wasted" to the bore and stroke 89 x 100 mm, and the working volume is increased, thereby to 2488 "cubes". Impressive than GAZ's TV classic "quartet" M21D ... the degree of compression 9.7 engine gives up to 170 hp (SAE «Net"), with 6 thousand rpm, the highest torque - 226 Nm. Tyagovity plant, but particularly economical on fuel to expect from him is not necessary. Motor smaller messes around with a 5-speed "pen", while the 2.5-liter comes with a 6-speed. In addition, both engines are equipped with 5-speed "automatic" - an optional execution.

As for running, then at the front of the troika suspension McPherson, and rear - double wishbone ( "spatial" scheme). Kinematically perfect solution (not the same as that unpretentious design in paired trailing arm), hence the road holding and handling, which differ legkovushki platform C1. Plus solid tires in size 195/65R15 for "junior" performances - to the 205/50R 17-inch alloy wheels (with a 2.2-liter CRTD in Europe and 2.5-liter gasoline "quartet" on the North American market). Rack and pinion steering mechanism with a Mazda3 elektroservousilitelem EHPAS, «bagel" makes 2.95 turns from lock to lock. Brakes "on a circle" disk: in the 'normal' package of European performances, ABS, ESC, and so useful mekatronika.

Classroom rear suspension - a pledge road holding and handling.


The length of the updated hatchback »Mazda3, destined for the European market - 4460 mm (sedan - 4580), width - 1755, height - 1470; Wheelbase - 2640 mm gauge - 1535/1530. When fully planted in places trunk "hatchback" holds 340 liters (sedan - 430), and with the folding rear seats of its capacity increased to 1,360 liters. Seat backs in the 2-m row 3-volume "troika", of course, also folded (separately), but information about the increment of the loading space there.

The sedan good aerodynamics: the coefficient of air resistance - 0,28. In the frontal area of 2,217 m2 aerodynamic factor is 0.62 (much better than the "golf» VI). "Hatch" is not as sleek: the coefficient of air resistance - 0,3, aerodynamic factor - 0,665. Hence, the speed and quality weaker; check.

Airflow properly organized and well underneath: Venturi diffuser
Airflow properly organized and well underneath: Venturi diffuser


Loaded weight of a European sedan with 1.6-liter gasoline engine - from 1245 kg; "hatchback" 10 kg heavier. In the most modest performance troika »II is able to accelerate from standstill to 100 km / h in 12,2 sec. Declared maximum speed - 188 km / h, average fuel consumption (EU) - 6,3 liter per 100 kilometers. With 109-horsepower turbodiesel "hatchback" accelerated up "hundreds" noticeably faster - in 11 seconds., While the average consumption (now heavy) fuel is reduced to 4.5 liters per 100 kilometers. Glitter.

Expressive dynamics in performance 2.2 DE with a 185-strong CRTD: curb weight of under 1465 kg sedan gaining "hundred" for 8,2 sec. Maximum speed - 215 km / h, average consumption of diesel fuel - some 5.6 liters per 100 kilometers. What is characteristic for 2-obemnika maximum speed advertised below - 213 km / h; affects the difference in aerodynamics. And it should not be underestimated: to "hatch" develops the same 215 km / h (as 3-obemnik), he needs from the engine extra 5 hp power. There is growing at roughly the cube of speed and weight of 2-3 km / h speed cost a considerable cost.

The American troika »s Grand Touring with gasoline MZR 2.5 on injectivity somewhere corresponds to the European 2.2 DE: curb weight at approximately 1375 kg (" weight distribution "axes - 61/39%) test car accelerates from 0 to 96.5 km / h in 7,9 sec. Not bad, but part of the fuel economy is heaven and the earth: for the test, s Grand Touring spend an average of 11.4 liters of gasoline per 100 kilometers. Scandal, "premium" Bavarian Sedan 535i with 3-liter turbo engine in the 300 + strength significantly more economical (in 2007 at the same reviewer) ...

For 5 years around the world diverged 2 + million copies of the ""; successful model yielded Mazda Motor undoubted market success. And how will a II generation? European prices Mazda3 II has not yet announced, while in the U.S. for an updated model of request from 15,5 thousand U.S. Moreover, the test machine s Grand Touring cost almost 22 "pieces"; boot options does not contribute to conserve fuel.

Dissenting opinion. In our country know and appreciate sedans and hatchbacks »Mazda3; II generation also not be forgotten Russian motorists. It is unlikely that we will go turbo diesel, closest to the reality of performance with a 2-liter gasoline MZR 2.0 and 6-speed "handle". In this generation, I "troika" accelerates from standstill to 100 km / h slightly worse than 9 seconds., - With an average fuel consumption is less than 8 liters per 100 kilometers.

BMW X6 M: Two in one

BMW X6 M

The long-awaited premiere of the first mass-produced sports SUVs from BMW intriguing! Is the X-series cars have got sports personality traits or in this case, the literature in the index M models - just an underlying hint of a marketing nature of the transition? To understand this question, we went to the first test-drive BMW X6 M.

BMW has long creeping up to this class. Yes, actually, and not class at all but a small but very trendy and prestigious niche of the most rapid off-road world in recent years seems to be irreversibly occupied by the most powerful in the family model Porsche Cayenne Turbo S. New sports features the character of their off-road X-series in Munich began to cultivate a decade ago - in a model of BMW X5 LeMans with a 740-horsepower engine V12. A year ago the Bavarian concern presented to the public prototype X5 M and X6 M with 500-horsepower engine V8. B this season, it was time series models. Externally sports line of SUVs BMW is not much different from the tuned versions of X5 and X6. But inside there is than profit. However, the fact to understand it takes some time. The first part of the test takes place in the normal road mode, and, frankly, does not reveal the nature of the Bavarian off-roader is almost nothing new.

On the highway, our pocket-X-treMal modestly decimated by his elder brother, on "soft paws" his way through the streets of the megalopolis. The same representational sophistication and brutal mind. But is it worth to get out on a winding mountain track, or better yet - into the open race track, as X6 M appears in quite a different light.
New - designed specifically for the M-series family of off-road BMW 4,4-liter iron heart under the hood, issues on the mountain 555 liters. with. at 6000 rpm. It is seen that the Bavarian designers have put heart and soul into this engine and not stingy with the innovation. M TwinPower Turbo - the world's first engine with a common exhaust manifold and upgraded technology, dual boost Twin Scroll Twin Turbo, where turbochargers with a catalyst placed in a V-shaped corridor between two rows of cylinders. Practice shows that such an arrangement allows us to "sharpen" feature operation and to obtain more linear power curve of torque. As a result, the maximum torque of 680 Nm is achieved in the widest range: from 1500 to 5650 rpm. This allows BMW X6 M accelerated up "hundreds" of 4.7 with a fantastic and makes it the fastest production SUV world.


ot less pleasant innovation can be found in the undercarriage of the car X6. To optimize the systems launch and recovery of braking energy, we have more or less accustomed to. But first introduced on the BMW 7-Series Regulars on the volumetric flow of hydraulic fluid in the system of suppressing body roll high, but claims to sporting X6 M had just the right time.
In developing the first all-wheel drive "emok" specialist of BMW M GmbH had pretty sweat and predictive systems over the all-wheel drive BMW hDrive and Running Gear Dynamic Performance Control, to adapt them for the dynamic nature of the M-series. Was the result quite well: exchange rate stability, maneuverability and traction characteristics X6 M compared with the base model significantly improved. Despite a solid mass and a high center of gravity, non-road "Emka" prescribes the trajectory is not worse than usual sports car. Important role in this was played and the characteristics of the suspension.

three modes of operation supporting electronics, stunning quality and dynamic handling


for such a dynamic car seats lack lateral support
BMW X6 M, as her sister, X-fifth series already in the database have air suspension with variable ground clearance on the rear axle and electronic damping control (EDC). Moreover, damping, as well as characteristic changes in gear ratio steering Servotronic, can be set manually: using the keys EDC or M Drive. In general, the variation settings BMW X6 M, and the ability of the car to the transformation is impressive. From quiet measured urban off-roader on the racetrack, he becomes restless aggressors. Particularly encouraged the emergence of the third stage in the system settings stabilization and integrity of sport 6-speed automatic, which is in manual mode is absolutely not impose its will in correcting driver errors.


Not a particularly zealous in this, and dynamic stabilization system. Unlike the usual "civil» BMW X6, the M-version, besides the two usual modes of on-off, has appeared in the DSC and intermediate setting M Dynamic Mode (MDM), not off the system stability, but only lower the threshold of its operation. And step-down significantly, as they say, through the floor. MDM gives quite poskolzit at apex in a controlled skid. If, however, and this will seem a little, DSC can be turned off altogether. However, if you believe the Bavarian engineers, in the case of blatant errors in piloting the system stabilization is still reacts. But, despite all efforts, check this statement into practice on the race track we have not succeeded. Display stabilization system from hibernation, it seems, could be developed that will fly on the gravel or asking the rain at the "heavenly office.

However, just press a few buttons - reset the sport setting, and the brutal aggression of the car no trace remains. "Easy movement of the hand, as stated in the famous Soviet comedy, BMW X6 M reverts back to a comfortable road car. Of course, to the passenger limousines our BMW X6 M far. Despite the softest setting, you feel some sports repressed. But this is a completely different car: it prescribes the softer curves and sweeping, supporting electronics without hesitation "supports driver's elbow, guiding and tinkering it blots. Two X6 in one - than not saving?

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