Test drive BMW X6 E71 2008 - 2009 SUV

We master the highest aerobatics on the BMW X6 hatchback

Atavism, the appearance of signs characteristic of distant ancestors, but absent in the nearest ones. This is a step away from the artery of evolution, a kind of genetic journey to the origins, which is very often characterized by a simplification of the form. X6 with electronic brains and nerves seems to be all right. The skeleton, and the mountain of iron muscles is also in place. But what made the engineers change the proven genetic code and make the universal, a four-seater wagon from a large and practical five-/seven-seater X5 with a hamster?
Apparently, courage, desire to stand out and the desire to give an opportunity to stand out.
And what if? .. Cauced the Bavarians. No one has ever done
The anterior plumage and optics were reformed. They threw one passenger from the rear sofa. Cut the back of the head. And they wrote in the passport: hatchback. But how did it really happen? And everything turned out as it was started. Weird. Extraordinary. Stylish. And even exotic.
The main differences between the X6 body, of course, are in the stern. If you can still put a couple of additional seats in the trunk of x5, in X6 instead of five possible places from behind, only two. Yes, they are more convenient and more enveloping. But there are two of them! You can’t plant a third one on a dividing central box with cup holders and an ashtray even with a great desire. The belts from the back are provided only by steam. Poking the roof above the heads of the rear riders gobbled up a good 35 mm, but subjectively it seems much more. This is in some way contributes to the black (you can, of course, choose light) roof upholstery. But more than others, the cargo compartment was still damaged by the hands of the generation of masters. In X5 with folded/laid up seats, it is 1750/620 liters, in the sixth ix 1450/570. The fifth door is also different, on X6 it is clator, and is thrown back by powerful adjustable shock absorbers (they, by God, like in the pendant of the Lada) up.
The engineers did not forget to season the exotic with a more stiff chassis, a smart differential DPC (in the database), an active suspension of Adaptive Drive (to order), the steering control of Active Steering with a variable gear ratio (to order) and call all this Sportivity Coupe (SAC). But, even despite the fact that the SAC was the first of its kind, the Ssangyong Actyon does not count (joke), he will have competitors, be healthy (as in the C-class, by God). This is Porsche Cayenne GTS with a forced motor and sports chassis, and the new Infiniti FX, and partly Range Rover Sport, oddly enough, but there is an alternative.
The most powerful version of the BMW X6, shining with XDRive 50i nameplate, is equipped with the latest V-shaped 407-horsepower eight with a volume of 4.4 liters. This motor has two turbines and develops 600 nm of torque. With him, a cross-wrapping herself gets to hundreds in 5.4 seconds, while his maximum speed is limited at 250 km/h.
The second gasoline engine is the basic inherent turbocharger about 306 forces and 400 nm, which is installed on the XDRive 35i. We rolled her away.
There are two more turbodiesels, they differ in a working volume and number of turbines: a three -liter (version of the XDRive 30D) issues 235 l.C. and 520 Newton meters, 3.5-liter (version of the XDRIVE 35D), equipped with two turbines, 286 and 580, respectively. Goodbye, atmospheric ideology!
Assertive, Zar-R-Raza, this 35i. Drash, like a crazy one from the bottom, and you can’t say that there are three liters under the hood. But the X6 heavyweight is two tons with a liner. He gets to a hundred in a certain 6.7 seconds, in the maximum speed of the top 4.4-liter version X6 is only 10 km/h. The character of the motor is explosive, but even. Paradoxically, huh? But it is. Maximum 306 hp It gives out not at the peak of maximum revolutions, but in the range from 5800 to 6250 rpm. Four hundred Newton meters also gathered on the plateau of the maximum torque, extends from 1300 to 5000 rpm. Thanks to the direct injection, double boost settings (each turbine is given from its three cylinders) and the gas distribution phase control system. Oh, this engine received a prestigious Engine of the Year award twice.
 
Six -speed zf of a young man. Compared to the five -speed predecessor, which was installed on the previous X5, it switches almost twice as fast and, importantly, its work has become more logical. With the box we have established a complete idyll. Gas pedal, she understands a miracle. A little trampled, accelerate in the current gear. Pressed stronger, the box immediately jumps one gear down. I wanted to accelerate quickly, I need to shuustly stomp to the click on the almost instantic descent down two degrees down and the avalanche-i-and-in acceleration to the reinforced roar of a three-liter six.
Transmission modes can be managed using a short -flowing aluminum joystick. By the way, manually allows not only the last, but also two large aluminum petals on the steering wheel. Each of them gives commands both to increase and decrease. To fix the car in place, you will not have to pull the handbrush stick (for nothing that the 21st century?), It simply does not exist here, as well as on X5. But there is a key of electromagnetic parking brake, which can work in automatic mode.
In movement, X6 subordinates, absorbs and forces him to correspond to his capabilities. The concentration of attention in managing himself requires the maximum. The steering wheel is extremely sharp, and information about the coating on the rim is always excess. Sometimes I even want to close my eyes and go to the touch. Cutty widely paws of X (front 275/40 R20, behind 315/35 R20) do not like. The suspension is stronger than on the fifth, but excessive vibration and peaks of vertical accelerations of the body still does not annoy, the mass is appropriate. In the sixth turns, he almost does not heal, but at speeds above 130 km/h, on bumps begins to go astray and scour. It is strange and unpleasant somehow not in status.
X6 one hundred percent is a highway and off -road on it is better not to meddle on it. In support and geometric cross-country cross-country cross-sheet is worse than the X5 suspension is stronger, and the rear overhang is 23 mm longer. But on the other hand, on the ground, snow and the mixture, the car is fully armed.
The main part of the thrust is always served on the rear wheels, the moment is transferred to the front of the moment by multi -disc friction clutch if necessary. The degree of its lock depends on the movement mode and changes using an electric drive. Maybe hydraulics would be preferable? For example, after twenty minutes of racing along the sandy off-rock, the track (heavy soil) caught fire on the 4x4 System and DSC (dynamic stability control system) Failed. Oh how! Of course, this was only a warning, the systems continued to work properly. But we did not further experiment, just let the car rest. Agree, the bell is not pleasant, 20 minutes of rally pleasure is somehow not enough.
So, the coupling! During the start, it is partially blocked in order to most effectively use engine craving. In this case, it transfers 60 percent of the moment to the rear wheels, and at the front 40. In the established traffic modes, all the thrust is fed, but if the electronics understands that the rear wheels begin to slip, the coupling immediately begins to be blocked and transferred to the front axle stream to the front axle . This is done so correctly that the nature of the rotation changes is very predictable. To send the front line in sliding, you still need to try to try. If you overdo it with gas, the vijah car in extreme cases will begin to go slipping with all four wheels. In this case, reactions to the steering wheel will be fully preserved. A sense of unity with the car creates an almost uninterrupted operation of the machine and not locking the electrical imprisonment at any speed of rotation of the steering wheel. The pleasure of passing turns is simply fabulous. When you work in moderation and gas in time and on time, the turn with the release of volleys of soil from under the wheels can be passed simply masterly. At the same time, at the exit from the arc to another turn, the six can rush with minimal demolition.
And this is not least thanks to the debut system of DPC (Dynamic Performance Control) with the rear active blocking differential. What is the meaning of DPC? In corners, electronics always redistribute torque in favor of a more loaded wheel, which allows more efficiently implement the traction supplied to the rear bridge. The margin of gas with such a system is also more effective. This differential at its disposal has two planetary programs that work with two clutches of friction. When moving in direct transmission, they rotate idle. But, as soon as the electronics understands that one of the more loaded wheels needs to be transferred to the additional torque, one of the planetary gears will immediately begin to be blocked by the corresponding coupling, and the craving for the right wheel goes through it.
DPC security also works. For example, at the time of the beginning of the skidding, a smart differential can besiege a car and hold the back of the back, throwing the brake moment from the engine into one of the rear wheels. He does it very correctly. When the DPC exposure is not enough, the contrasting system of DSC smoothly comes into business, it begins to refuel the car on the desired trajectory, slowing down the necessary wheels using brake mechanisms. It allows sliding, you can walk around, but the system acts strictly proportional to the speed of drift. ABS, CBC (braking control system in corners), ADB-X (differential braking system) and a system for restricting the speed limit from the HDC mountain are working in the DSC shell. By the way, active head restraints of the front seats, belt -toerators and six inflatable pillows are also baked about the safety of the riders. Side curtains of long -acting, they can be opened even before a collision at the command of the overturning sensor. This is how the likelihood increases significantly that during the coup, unheated riders will not be thrown out through the broken glasses by the action of centrifugal forces.
X6, like his brother X5, is produced in the United States, but the dungeon of cars, of course, is different. X5 annually produces and sell about 130 thousand. Sixes are at least three times less. And what did you want, x6 car is image and less practical. It costs not cheap in the initial configuration as much as 179 900 rubles more than the Fifth X. You must admit that even those multiple, which can freely afford such a cart, will not always go to purchase less car for the same money, no matter how it is in their garage. But the machine gives the opportunity to stand out. 2 593 700 rubles is enough for this.
But the main thing in the BMW X6 is still not a kitsch (although its concentration in the changed genes is off the scoop), and not even a collection of auxiliary computerized high-tech systems. BMW is primarily a spirit. The spirit of German quality and German engineering of the highest sample. The Germans remained true to themselves. I hear one of you sharply against X6! Say, dear. Big but small. Yes, criticism is appropriate. But everyone will choose what he likes. It would be what to choose from. Some people love Halva, give others gingerbread. And I want arguments and I like it is difficult to contrast anything.
Special opinion: Maxim Travin, champion of Russia in automobile ring racing, master of sports, about the BMW X6 car
From early childhood, literally from the age of the age I remember myself, I began to be interested in cars. And always, comparing my toy cars, I asked my father the same question: who is more powerful and passing? This question has not ceased to be relevant to me to this day. Presenting the ideal car, you think to yourself: it should be powerful, passable, comfortable, reliable, beautiful, with a sports character, etc. Unfortunately all of the above is very difficult, if not impossible, to get in one bottle.
What was my surprise when I met BMW X6. It is comfortable as a business class sedan, beautiful as a sport of a coupe, convenient as a station wagon, pass as a parquet SUV, and at the same time stands on the road like a real sports car!
The active chassis Adaptive Drive revolutionized in this class of cars. It seems that you sit high, you look far, everything is like already familiar to us X5, but the car is controlled as a 3rd series with a Dynamic pendant. The capabilities of the car are spilled into a turn not rested on the rolls or unsped masses, but into the adhesive qualities of the tires. It is hard to believe, but BMW engineers managed to create a car, albeit with a parquet, but still off -road reputation, and the controllability of a sedan with a sports suspension!
Vitaly Kabyshev
 

Source: Auto.mail.ru