The German Concern BMW has developed its own system of full permanent XDrive drive still in the last century, but the system is constantly improving and to date is established for many models of the concern. Maximum effectively optimize the control of the car and at the same time keep all the indicators under control, it is entrusted with this system. Today, the XDRIVE XDrive system is installed on the BMW new generation SUV:

• Sports Activity Vehicle x 6.

In addition, this development system is also installed on the BMW passenger models, on the 3rd, 5th and 7th series. The system has proven itself in twenty-five years of its existence and therefore the concern does not plan to abandon its use.

The main characteristics of the system

The Intelligent XDrive Drive System controls the action of all forces in the car, both external ones and its own. Traction and dynamics are distributed perfectly in new due to the action of this development. In order to be clear, some of the characteristics of the system should be given:

• It provides a variable distribution of the torque of a stepless character. Due to this, the torque is distributed evenly between the rear and front wheels, increasing their speed repeatedly;
• The system on the intellectual level recognizes the change in the situation and, if necessary, the torque is incredibly redistributed quickly;
• xDrive provides incredibly sensitive steering, so the driver does not have to take any effort when driving by car;
• The system doses very accurately and regulates braking, so that the operation of the concern car has become even more secure;
• The system includes elastic shock absorbers and elements that, due to its sensitivity, optimize and control vertical and longitudinal dynamic strengths;
• The system provides incredible stability and dynamic movement on any road surface.

From these characteristics it becomes clear that BMW did everything that the all-wheel drive car was fully safe and brought pleasure to the driver. The machine provided by the XDrive system has a huge power, but it shows incredibly intellectual obedience to control. Years of work and continuous improvement of technologies The concern achieved the fact that the car equipped with the XDrive system gained incredible variability and accuracy of the reaction to sending control. The system in any conditions converts drive forces, optimally adapting them to the situation, and effectively improves the movement dynamics.

If we speak simple words, the XDRIVE system intellectually adapts a four-wheel drive car under the driver's needs.

Four-wheel drive

Many manufacturers are equipped with a full drive, but the XDRIVE system is only at BMW. Traditionally, the four-wheel drive is directed mainly to minimize the inconvenience of the roads delivered by the coating, irregularities, soil or ice. But if efforts are distributed over the axes uneven or inefficiently, then the four-wheel drive will not bring pleasure from driving. Characteristic of such an inefficient distribution will be the following deficiencies:

• Limited sensitivity to steering turns;
• There are insufficient challenges;
• Straight movement becomes unstable;
• Comfort is lost when maneuver.

But in the BMW concern to the issue of creating a complete drive of a new generation, quite differently approached. The manufacturers took the proven and well-proven rear-wheel drive of the concern car. Optimizing and improving its characteristics, they were distributed to all four wheels.

And now a quarter of a century four-wheel drive BMW shows incredible dynamics and complete safety on the roads around the world.

What is the efficiency of the system

As mentioned above, the main principle of the XDrive system is to uniform distribution of torque on both automotive axes. Such an efficient and accurate distribution becomes possible using a handouting box, it has a type of gear transmission of the front axle. The box is managed when the friction clutch is operational. If the XDRIVE system is installed on a BMW sports SUV, then in the transmission, the transmission of the toothed type is replaced with the chain.

In addition, the efficiency of the system and additional options are significantly improved, which are introduced into the transmission along with it:

• Dynamic coursework control system;
• Electronic blocking of the differential moment;
• Control system traction;
• Help system on descent;
• System of integral control of the chassis department;
• Active steering system;
• Basic principles of system operation.

The BMW Intelligent System has its own characteristic modes that defines a frictional clutch:

• Smooth start from place;
• Overcoming turns with a purity of redundant type;
• Overcoming turns with insufficient type rotation;
• Movement in slippery coating;
• Optimized parking.

When the car begins in conditions of normal location and high-quality road indicators of the friction nature clutch has a closed look and torque in this case has a distribution over the axes of 40:60, this leads to the most efficient thrust during acceleration. After the car is gaining a speed of 20 km / h, the torque is redistributed depending on the coating of the canvas and the control moments.

Passage of turning points

During the implementation of maneuvers on turns with the reverse-type rotation, the rear axle of the BMW car can enter the outer part of the turn. To avoid a frictional clutch, it takes a closure with more power, while the front axle takes on a torque. If the machine passes a very cool turn of the angle, which is not standard, then the system of dynamic control comes to the rescue and stabilizes the movement with some brazing of the wheels.

If the car passes a turn with a turning of insufficient nature, when the front axle can be adjusted to the outer part of the rotation, the clutch of the friction nature makes opening. In this situation, one hundred percent of the torque is distributed to the rear axle. If there is a non-standard situation, the process of movement stabilization system is entering the process.

When the car passes a turn with a non-standard rotation, the front axle of the machine is closed to the outer part of the turn. In this case, the clutch of the friction type conducts opening and 100% torque is distributed to the rear axle. If the car is not aligned, then the system of course stability is entering.

When a car moves on a slippery road leaf, covered with water, people or snow can slip individual wheels and drive the car. That this does not happen the friction clutch is blocked and if the situation does not come to stability, then auxiliary system installation of a dynamic resistance is included in the work.

Car parking equipped with a XDrive system concept occurs with a full blurring of friction-type clutch. In this case, the car completely goes into the rear-wheel drive state and thereby effectively decreases a transmission load on the steering control. The reasonable and intellectual intervention of the auxiliary systems during the control of the car creates optimally comfortable driving conditions and improves the security of the control repeatedly.

Well no

Safety and driving pleasure are achieved mainly due to the most complete control over the forces affecting the car. These aspects are closely related and therefore equally taken into account during the development of the drive system and the chassis of machines manufactured by BMW. Accurate steering, effective, well-dosed braking and moreover susceptible and fast responding system of shock absorbers and elastic elements, create all the conditions in order to better curb vertical, longitudinal and transverse dynamic forces. As a result, even greater safety is ensured and at the same time the driver gets a lot of pleasure when driving even in a sporty style or in a bad road surface.

Initially, the four-wheel drive under the BMW brand was intended to be optimized and the dynamics of movement was optimized and the dynamics of movement in conjunction. After a quarter of a century, a four-wheel drive of the XDRIVE company BMW fulfilled the task in full, which has no equal to itself in the world. Unsurpassed speed, variability and accuracy allow a "smart" system of full XDrive drive from Bavaria at any time and in any conditions to control the drive force exactly where it can transform into the movement dynamics. The Bavarian technology of the full drive maximizes the advantages of the distribution of efforts on all four wheels and reduces its side effects to the minimum level.

The classic full drive systems are primarily focused on improving the force of thrust on the ground covering or in the winter season. At the same time, there may be disadvantages that are a consequence of an ineffective allocation of efforts and are expressed in insufficient running characteristics or limited sensitivity to the rotation of the steering wheel in the sporting style of the movement on the rotation, an unstable movement on the inertia in direct or in the lack of comfort when performing maneuvers. These shortcomings are especially noticeable if you take a typical drive to the rear wheels typical for BMW. The developers of the first full drive of the Bavarian company perfectly combined the advantages of the rear drive already proven and transferring efforts to all wheels.

Dynamic on turns, safety in winter

For the first time, this principle was demonstrated by the BMW 325IX car at the International Motor Show (IAA) in 1985. Engineers left the usual equilibrium distribution and created such a all-wheel drive system, which in simple ride mode guided 63% of the drive moment on the rear and 37% - on the front axle. As a result, the exact passage of turns are typical for the Bavarian auto, including a strong side volit without impact on the front wheels and freely permeable control in the boundary zone, the tendency of excessive turning.

Under the conditions of extreme driving or in any dynamic situations, viscosity blockages that are in the main transmission of the rear axle and in the transfer box, the power flow was adjusted. Therefore, if there was a need, for example, in the situation of turning the back pair of wheels, a larger drive moment was transmitted to the front axle. In addition, the effort from the coiled wheel could be sent bypassing the other.

The anti-locking device under any conditions was fully readily, even taking into account automatic locking. Such a concept showed that the four-wheel drive of the BMW 325ix attracts attention when it can demonstrate its advantages: the optimized force of thrust during accelerations when leaving the turns, unsurpassed efforts without slipping on raw roads and high safety challenges When moving along a snow-covered or ice surface.

The need to distribute efforts is controlled by electronic control.

Implementation of new resistance opportunities when driving, as well as optimization of the force of thrust in all-wheel drive vehicles contributed to the development of electronic regulatory systems. Electronic control of the All-wheel drive model BMW 525IX 1991 release to establish the current status of the movement took into account data on the rotational speed of the wheels, which came from the anti-lock device, as well as the position of the throttle of the motor and the state of the brakes.

A multi-disc steplessly adjustable coupling, which was in a transfer box, with normal ride ensured the possibility of coordinating the existing allocation of effort in the proportion of 36% on the front and 64% on the rear wheels. To avoid turning around a multi-disc clutch, adjustable hydraulically controlled the power flow in the main transmission of the rear axle. As in the 325iX model, the connection with the front wheels was carried out by means of a power take-off mechanism using a toothed chain and a shaft leading to differential.

With the help of the cardan shaft joined the rear axle differential. An electromagnetic way was to activate the blocking function of the dispensing box. Multidisk coupling of the main transmission of the rear axle had an electro-hydraulic blocking function. Both systems provided a blocking torque from 0 to 100%. Only for the fraction of a second coordination was carried out. Due to this, even in difficult conditions, the maximum car stability during movement was provided with automatic way. When accelerating, a sufficient force of traction has always been accelerated by smooth or inhomogeneous soil coating, thanks to clearly adjustable blockages. Comfort when maneuvering was provided by aligning the frequency of rotation.

In 1999, the company introduced a full drive system in the BMW X5, which also contributed to the improvement of the distribution of effort through electronic management. The world's first car Sports Activity Vehicle with normal driving received the drive of the drive moment in the ratio of 38%: 62% on the front and rear wheels, respectively. Adjusting the power flow between the rear and front bridges was carried out by an open inter-axis differential in the planetary execution. For stability when driving and optimizing the force of the thrust, the blocking effect was provided by the brake control exposure, separate for each wheel. In addition, the BMW X5 was equipped with an automatic brake mechanism (ADB-X) located at differential. Combining the system of dynamic resistance control system (DSC) and a descent speed limit system (HDC), the BMW X5 car was quite suitable for both sports driving style, and to move away from the tracks with a solid coating.

Speed, accuracy, ahead of the intelligent full drive XDrive The next generation of the All-wheel drive system first appeared in the BMW X3 and BMW X5 presented in 2003. The system combined the variable distribution of moments between the rear and front axle through an electronically controlled multi-disc clutch with the function of the longitudinal lock, which was provided by the brake control effects of DSC - the system of dynamic control of courageous stability. Thanks to this, the XDrive system has marked new frontiers of accuracy and speed for the effort due to the situation. In addition, the connection between DSC and XDRIVE for the first time made a possible analysis of the situation while driving. It appeared the opportunity to recognize the danger of possible slippage of the leading wheels and with the help of the allocation of efforts to prevent the rotation of the wheels.

Constantly improving the intellectual four-wheel drive XDRIVE and now provides optimization of the force of thrust and stability when driving through a poor roadway, as well as optimizing the movement dynamics when performing turns. By the word xDrive installs not only on the BMW X model, but also is offered as an additional option for cars of the third, fifth and seventh series. The main characteristic of the system should always be a proven principle according to which the quality of the rear drive typical for BMW is harmoniously consistent and the advantages of the distribution of the moment on all wheels. Therefore, in the usual mode, in each all-wheel drive car BMW, 60% of the drive moment is made by the rear axle, and 40% - front. If necessary, the distribution of the moment in the shortest time consistent with the new conditions. To this end, the electric servomotor regulates the multi-sized airborne dispensing box.

With increasing pressure on friction discs, the additional force is fed to the front axle with a chain drive with a chain drive or with a toothed transmission in all-wheel drive models of the third, fifth and seventh series. In the position when the coupling is fully open, the machine is on the opposite is driven only with the help of the rear wheels. Due to the electronic regulation, the change in the distribution of leading moments occurs for a record time. The coupling is fully open or closed for some 100 milliseconds. The transverse lock function further provides a link between XDrive and DSC. If it happens that one wheel begins to scroll, the electronic control of the DSC inhibits it. Thus, the differential of the main transfer sends a greater point to the opposite wheel. Together with the rapid coordination of the distribution of efforts, the intellectual Bavarian four-wheel drive is distinguished from others also accuracy when analyzing the situation during movement.

The XDrive all-wheel drive system control unit operates with a large amount of data that provide information about traffic mode, which helps determine the ideal distribution of moments with respect to the strength of thrust, dynamics and stability when driving. Due to the DSC in the system of integrated control, the chassis can additionally take into account all sorts of data coming from the motor control system, about the angle of rotation and the frequency of the wheels, the position of the accelerator pedal and the transverse acceleration of the machine. Such an abundance of information allows the XDrive system to accurately allocate efforts between bridges so that the engine power is completely involved and all the kilowatts of force are preserved. In addition, the connection with the system contributes to an advanced effect, which gives it the status of an intelligent full drive.

The Bavarian XDRIVE system is already before the wheel can be checked, it detects any possibility of insufficient coated clutch in advance. Quickly estimating the numerous magnitudes of the movement dynamics, the All-wheel drive XDrive system, for example, can recognize whether there is a danger of insufficient or excessive rotation when turning turns. When the danger of the front wheels from the central line of rotation occurs, a large proportion of the drive force is given to the rear wheels. In the future, the car passes turn more accurately because the system has already optimized stability before the driver decided that it was necessary. Similarly, the system enters the inverse situation. It turns out that the system begins to act before slipping appears. This time distribution contributes to, among other things, and the comfort of movement.

The XDRIVE system using a stabilizing action allows the DSC system to intervene only in the most extreme situations. The DSC control system lowers the engine power and brambos. Individual wheels, responding only in cases where it is not enough to hold the car in the required course of the most optimal torque distribution.

Integral Management System Chassis

The agreed interaction of a variety of drive systems and chassis is provided by intellectual bond in the integral control system of the chassis, or ICM. Due to the effective electronic control in the fraction of a second, the functions of the chassis and the drive are consistent with each other in such a way that in any situation during the movement, the movement dynamics and maximum stability are ensured. ICM is a top-level control system that provides the coordinated operation of individual systems so that they do not interfere with each other, but, on the contrary, as harmoniously provided the best driving quality.

In addition, the system takes into account the impact of various interventions. For example, if the XDRIVE system needs to be transferred part of the drive forces to the front axle from the rear, then it will definitely affect the rotation of the machine. In this case, ICM analyzes which specific system regulatory systems with what specific actions, besides, in which volume is obliged to respond, and in what order system instructions must be performed. It turns out that first in the fight against insufficient or excessive turning at the turns first, xDrive is entering, and then DSC.

Thanks to targeted coordination, the coordinated interaction of other car systems in the chassis is also optimized. For example, the DSC system via ICM also binds to active steering wheel control. In the case of braking with different friction coefficients, the steering control begins to actively intervene in order to stabilize the car. In addition, active steering analyzes stability data when driving, which come from DSC, and reimburses the reaction of the car, which is caused by the pressure difference in the brake-drive system from large and small friction coefficients.

Increased maneuverability and optimal dynamics on turns

For models that are equipped with a drive system for all four XDrive wheels, it is possible to optimize the optimization of the speaker. First of all, she reminds of themselves when turning turns. With this movement, the drive force is still in a stable mode of movement mostly sent to the rear axle to increase the maneuverability of the car and preventing insufficient turning. To establish optimal thrust when leaving the rotation immediately restores the initial installation of 40% per front and 60% per rear axle.

Improves the dynamics of movement and the system of its control with electronically controlling, which provides a dosed effect of braking mechanisms, including the torque by electronic control of the XDrive system, due to which an effective countering of possible insufficient turning is being implemented on a flat soil surface and with highly dynamic movement. Thus, great maneuverability is achieved. It is worth only to the front wheels to speak too much, the rear, closest to the center of rotation, the wheel will purposefully slow down the electronics of XDrive and DSC systems. And the possible thrust loss caused by such a maneuver will be compensated in parallel with an increase in the drive power.

Dynamic Performance Control - Maximum Accuracy Guarantee when distributing effort

Thanks to the XDRIVE drive system, the ability to optimize the thrust and stability of the dynamics due to the combination with the Dynamic Performance Control system, which is responsible for regulating the movement dynamics. This system is serially delivered to BMW X6 cars, as well as BMW X5 M and BMW X6 M, since a differentiated allocation of effort is performed between the right and left rear wheels. Due to the variative distribution of the drive moment between the rear wheels within the boundaries of the entire speed range, sensitivity to any turn of the steering wheel and side stability is optimized.

In the case when excessive turning is planned, the Bavarian intelligent providing four-wheel drive XDrive reduces the distribution of effort on the rear wheels directed outward. The Dynamic Performance Control system, in turn, additionally selects the drive force from the rear wheel, far from the center of rotation, which has obtained a greater load as a result of the centrifugal force, and redistribute it to the rear wheel, nearest to the turn center.

With accuracy, on the contrary, the possibility of insufficient turning is prevented: the XDrive full drive system reduces the transmission of the moment on the front wheels to the outside, and the Dynamic Performance Control system for optimal stabilization at the same time ensures the drive of the drive force to the rear wheel, the long-distance driving center. The Dynamic Performance Control system shows its stabilizing effect and in the case when the driver releases the gas pedal during the execution of the rotation.

Additional combined devices, which are located in the main transmission of the rear axle, consist of a planetary transmission, including three satellites, an electric multidiscory brake and a ball ramp. Both of these devices provide the presence of a variable allocation of force, even if the load suddenly changes, as well as in the case of forced idling. The difference of drives between the two rear wheels, which is called by the Dynamic Performance Control system, can reach up to 1800 nm. The driver feels this intervention of the system in high maneuverability, increasing the force of thrust and establishing stability when driving. In addition, the effectiveness of the Dynamic Performance Control system ensures a much smaller number of interventions of another system - namely the DSC systems.

The performed high-tech car requires the same spare parts. And every car enthusiast remembers it and tries to buy spare parts qualitative and proven parts in the market of spare parts.

This full drive system was developed by the BMW concern and can be attributed to the system of permanent full drive. Depending on the conditions, the motion system can provide a stepless, variable and continuous transmission of torque. This system is installed on sports SUVs and passenger cars.

There are four generations of XDRIVE car system:
1. The first generation was established since 1985, The ratio of the transmitted torque 37:63, had a blocking of the mid-sieve differential and the rear intercoleous viscous.
2. The second generation - established since 1991transmitted torque in a ratio of 36:64. Blocking the mid-scene and rear intercoles differentials of a multid-wide coupling. Perhaps the redistribution of torque between axes from 0 to 100%.
3. Third Generation - since 1999, distribution of torque in a ratio of 38:62. Inter-axis and intercolored differentials of free types were used, a system with a course stability system may be interacted.
4. Fourth generation from 2003, torque is distributed in a ratio of 40:60. It is possible to redistribute torque between axes from 0 to 100%, electronic blocking of differentials, interacts with the course stability system.

Unlike the system, the basis for the full drive system of X Drive vehicles served as a classic rear-wheel drive transmission. The distribution of the torque is carried out by "distribution". It consists of a toothed gear that is controlled by a friction clutch. In transmissions of sports SUVs, instead of dental transmission, a chain is installed.

Dressing box scheme

xDrive interacts with DSC Stability System. The system also includes electronic blocking of differentials, DTC traction control systems and help with HDC descent.

The interaction of XDrive and DSC is provided by the ICM integral control system, it also provides communication with the AFS active steering system.

BMW XDrive Drive Operation Principle

The operation of the XDRIVE system is determined by the algorithm of the friction coupling. The system has the following modes:
1. Start from the spot
2. Riding with insufficient and excess turning
3. Riding on slippery coatings
4. Parkovka

BMW start from the place - if the conditions are normal, the friction clutch is closed, the distribution of torque in the ratio of 40:60, this allows you to develop the maximum thrust when overclocking. Upon reaching 20 km / h, the torque begins to be distributed depending on the conditions of movement.

Riding with excess turning (rear axle drift) - the coupling is closed with more power, the front axis is transmitted more torque, BMW starts behaving as a front-wheel drive car

The on-line all-wheel drive transmission Audi Quattro was 25 years old. A branded all-wheel drive transmission BMW XDrive - two years. Which of the systems is better and why? To answer these questions, we cut the nose to the nose Audi A6 3.2 Quattro and BMW 525xi. Traditions against innovations, mechanics against electronics, symmetrical four-wheel drive against "originally rear-wheel drive" ... Battle of concepts!

Explain about concepts. Four-wheel drive on all Audi cars with a longitudinal arrangement of the engine for centuries, I mean since 1980 - was distinguished by a symmetrical inter-axis differential. That is, the thrust from the engine was constantly divided between the axes equally, 50 to 50. With a rare exception, talking later, all Audi A4, A6, Allroad and A8 Quattro cars are arranged. Including A6 3.2 Quattro, which we took on this test.

BMW also made all-wheel drive cars. But in Munich immediately elected a slightly different concept - asymmetrical. Already at the first all-wheel drive "treshki" of the BMW 325IX sample of 1985, only 38% of the torque was served on the front axle, and the rear - 62%. And so, all the few-wheel drive cars BMW were arranged - until 2003, when in Munich, they generally abandoned the inter-axis differential and switched to xDrive. This system is even more "asymmetrical": constant drive - only on the rear wheels. And the front is connected using a multid-wide clutch automatically, by solving electronics.

Initially, our sympathies were on the Quattro side. Because behind this system is the quarter-time experience, rally victories ... In addition, the Torsen differential, which is used on Audi, is a purely mechanical device. Its characteristics are given once and forever the grinding machine. But xDrive ... What is "stitched" in the program that controls the coupling? When and how much will her friction friction be squeezed, how many percent of the thrust goes to the front wheels? One programmers led.

In the full-time modes on the asphalt, the four-wheel drive "five" BMW is no different from the rear-wheel drive. Battle car! Acute reactions to management, high side overload limits ... at speeds do not relax. And comfort lacks - the BMW suspension is clearly tougher than Audi. Already on the way to the polygon there were clear priorities: the Munich "Five" is good for sports-oriented drivers, and "six" from Ingolstadt with its more noticeable rolls and a softer suspension - for all others.

Dmitrovsky landfill met us lack of snow. In anticipation of poor weather, they decided to make the standard "asphalt" measurement cycle - despite the difference in the power between Audi (255 hp) and BMW (218 hp). However, the "five" lost in the acceleration dynamics a little - less than a second of the set of "hundreds". And on the convenience of controlling the BMW, the "automatic" here is traditionally more "rapid" than on Audi.

And now, finally, the long-awaited snow. Turn off the stabilization systems, place a "slippery" winding track - and go ahead! The arrow of the speedometer dives between marks 40 and 140 km / h, the tachometer arrow fees in the upper scale zone ...

Under these conditions, AUDI is harder.

We also met that the Torsen inter-axis differential on all-wheel drive Audi gives the car a tendency to demolition and ambiguity of reactions to change the thrust. And now Audi A6 3.2 Quattro only confirmed our observations.

On the one hand, the "six" has a greater supply of sustainability. It's good on a straight line. But if it is too quickly to take care of slipping, the Audi will begin to stubborn and in any case will first slide the front wheels to the outward turning - and when the gas is discharged, and when adding. Then it will begin to slide the rear wheels - and the car will go into the skid. Moreover, to predict the moment when the demolition is replaced by a drift, not easy.

For example, we decide to "fill" Audi in Viragea Troy. Turning the steering wheel, gas is demolished out. But we calculated for this, therefore I added gas in advance, calculating the duration of the demolition phase. And now, finally, the desired starts the desired skidding, which we want to use for the benefit to "tighten" the car in turn under the taiga. But it was not there! At some point, the car rises across the road. Inverse steering movement, gas reset - the situation is again under control. But the turn did not work under the burden. Yes, and to predict the moment of "failure" is almost impossible.

And if at the entrance to the rotation to slow down the engine? Again there is no unambiguous reaction - first sliding the front wheels and then skid.

Trainings, we, of course, were adapted to control slipping and lead Audi in the driving control. But it turned out to be not easy, even for drivers with huge experience.

And now - BMW.

Other things! First, the XDRIVE system is configured to preserve the gambling rear-wheel drive of the car behavior. "Fill" the car in the turn of labor is not. It is not necessary to provoke the skid in advance - it is enough to reset the gas at the entrance, and the BMW will begin to slide the rear wheels without inflatable. The skid is developing faster than on Audi, but if it is "picked up" in time and the steering wheel in time, the turns can be passed in controlled slides - effectively, quickly and with pleasure. After two or three circles on the shuttle line, the density of the electronic "IS-Drive" completely scattered - the system of the connected full drive is logical and works completely unnoticed!

True, in slides of the front at the BMW 525xi "Rowing" is not so actively as I would like, little preventing the drift at the exit from turn. But even at the same time, to manage the "five" easier. Because her behavior is more definitely. If the Audi has a chain "demolition - smooth drift - sharp drift" (double character change), then BMW has an answer on a slippery coverage and on the gas reset, and on the addition of thrust one - the slide of the rear wheels.

Our impressions confirmed the stopwatch - on the BMW snow-covered track of about two kilometers long, it is possible to overcome for two seconds faster than on Audi. Moreover, the influence of tires on this result is minimally - both cars are shoddowed in winter unwanted tires of approximately one level. However, the success of BMW lies not only in the transmission. The suspension works will contribute its contribution - even on slippery coverage, it is noticeable that Audi is more cinmed in turns. Yes, and bmw is more favorable from the point of view of manageability - 52:48 against 57:43 at Audi.

"In general, why is all this business class sedan driver? - you ask. - especially if it does not turn off the stabilization system? "

We ride with the enabled stabilization system. And even through the prism, the DSC or ESP is perfectly felt that the BMW 525xi is more worst in turn and better keeps on the arc than Audi A6! Because there is a wealth, and tuning the suspension, and - which is especially important on ice and snow - "rear-wheel drive-oriented" four-wheel drive.

Long live xDrive?

We like it more. True, I warn the current and future owners of all-wheel drive BMW: the DSC system will turn off only those who have passed special courses and has sustainable sports driving skills for rear and all-wheel drive machines. After all, with all its unambiguity, XDrive assumes a high, almost "rear-wheel drive" tendency to drift, which requires rapid and accurate steering and gas actions. And the transition processes on this car are developing much faster than on Audi, and do not leave time for thought.

Well, the traditional Audi Quattro drive with a symmetric Torsen inter-axis differential is a reliability in management, this is active safety, but ... Even in Ingolstad, they feel that this concept is somewhat outdated. And therefore the last "charged" models of the Audi - RS4 and S8 - for the first time in the history of the company, equipped with an asymmetric torus with the distribution of thrust 40:60, as in the first all-wheel drive BMW. Ice drove?