BMW xDrive all-wheel drive. BMW xDrive all wheel drive BMW 3 all wheel drive

The premiere of the BMW 3-series G20 in a new body officially took place on October 2, 2018. In our review, the new model BMW 3-Series (G20) 2019-2020 - the first news, photos and videos, the price and specifications, the technical characteristics of the Bavarian "three-ruble note" of the new 7th generation. New BMW 3-Series G20 became the first model German company, which received an interactive voice assistant (cloud platform Microsoft Azure), has significantly increased in size compared to its predecessor, acquired a brighter and more sporty appearance, as well as a better and more comfortable interior.

The production of the new generation of the Bavarian troika has already started, moreover, at three BMW plants at once - in Munich, Germany, in China at the BMW-Brilliance joint venture in Shenyang and at a new plant in San Luis Potosi, Mexico. Release date and BMW sale 3-Series (G20) in Europe kicks off March 9, 2019 the price from 34,000 euros. To the Russian market new bmw The 3-series will reach the beginning of May 2019, the price will be from 2,580 thousand rubles for a 190-horsepower diesel BMW 320d.

It should be noted right away that the first in the BMW 3-Series family is a four-door BMW sedan 3-Series (G20), followed by a station wagon, BMW 3-Series Gran Turismo and, of course, the ultimate BMW M3.

As stated at the beginning of our review, the new Bavarian "treshka" has received a brighter, more charismatic and sporty appearance. The sedan sports full LED headlights (LED modules for low and high beam, LED daylight running lights and fog lights) installed as standard. The BMW Laserlight Adaptive LED headlights are available as an option, illuminating up to 530 meters. There are also swollen nostrils of a false radiator grille, a hood with a characteristic relief, a powerful bumper with large air intakes, LED foglights and a mass of aerodynamic elements. Such a stylish design of the front of the body.

Sideways Bavarian "troika" of the new generation, as befits sports sedan, exposes a muscular hood, circular wheel arch cutouts, a modified bend rear rack(Hoffmeister bend), body sidewalls decorated with original strokes, domed roof and compact stern.

The rear part of the body of the Bavarian novelty is equipped with a neat trunk lid with a spoiler stamping, large L-shaped LED marker lights, a massive bumper supplemented with additional reflectors and large-caliber tailpipes.

The new BMW 3-Series (G20) sedan, by the way, boasts excellent body aerodynamics - 0.23 Cd. The indicator, albeit not a record one (record holder with 0.22 Cd), is worthy of respect.

The new generation of BMW 3-series is offered in four lines of performance Advantage, Sport Line (sedan white), Luxury Line and M Sport (sedan with blue body color).

External dimensions BMW bodies 2019-2020 3-Series (G20) are 4709 mm long, 1827 mm wide, 1431 mm high, with a 2851 mm wheelbase.
The front wheel track is 1585 mm, the rear wheel track is 1603 mm.
The new BMW 3-Series Sedan comes standard with 16-17 inch alloy wheels, and 18-19 inch wheels are available as an option.

The salon of the new BMW 3-series sedan meets the familiar crossover architecture of the front panel and center console with a ton of advanced equipment. The model's arsenal includes a virtual instrument panel with a 12.3-inch display, a sports multifunction steering wheel with a puffy rim, a widescreen 10.25-inch color screen of the multimedia system (operating system BMW OS 7.0, advanced voice control and even Intelligent Personal Assistant).

The last feature should be discussed separately. The Intelligent Personal Assistant can respond to "Hey BMW", "OK BMW" or a personal name chosen by the owner. Electronic assistant trained to respond to standard commands to provide settings for the phone, navigation and in general multimedia system... However, the driver can ask the car and much more difficult questions How does the high beam system work? What alerts do I have? What is the engine oil level? What is the coolant temperature? or "Where is the nearest gas station or restaurant located?"

It is also worth mentioning a convenient control unit for separate climate control with a screen and neat buttons, properly organized button placement on the central tunnel, super comfortable first-row seats and a cozy back sofa, high-quality finishing materials and, of course, an excellent set of useful options and electronic security systems.

Heated front and rear seats, electric adjustment and ventilation of the driver's and front passenger's seats, three-zone climate control, panoramic glass roof with sunroof, side windows with noise-absorbing coating, adaptive cruise control with stop / start function, systems that follow the lane lines, objects in the blind spots of the rear-view mirrors, traffic signs and the physical condition of the driver, parking assistant, the system emergency braking, maneuvering assistant reverse and crossing intersections (sees approaching traffic).

The luggage compartment of the new BMW 3-series sedan is capable of taking 480 liters of cargo with the standard position of the rear seat backs.

Specifications BMW 3-Series (G20) 2019-2020.
At the heart of the new generation of BMW 3-series is the CLAR platform, however, simpler (McPherson struts in front, multi-link rear) than models with double wishbones front suspension. So the new BMW Troika will be left without the optional air suspension.
However, the absence of pneumatic supports in the suspension is not a reason for frustration, because, as before, the BMW 3-Series will delight owners with excellent handling, stable behavior at any speed and perky motors. Thanks to new platform and the widespread use of aluminum, the new generation of the BMW 3-Series has become 55 kg lighter than the model previous generation, received a lower center of gravity (by 10 mm) and a new geometry of the rear multi-link suspension... Already in the base, advanced shock absorbers are used (progressive characteristics, hydraulic compression buffers). As an option, there is a 10 mm lower M sports suspension with stiffer springs or an M Adaptive chassis with electronically controlled dampers.

From the start of sales, the new BMW 3-Series (G20) sedan of 2018-2019 will receive five engines (two petrol turbocharged and three turbo diesels) that fit into Euro 6d-TEMP standards, and work in a company with 6 manual transmissions or 8 automatic transmissions.

Petrol versions of the new generations BMW 3-Series.

BMW 320i with 2.0-liter TwinPower Turbo (184 hp 300 Nm).
BMW 330i with 2.0-liter turbocharged "four" TwinPower Turbo (258 hp 400 Nm).

Diesel version of the new BMW 3-Series.

BMW 318d with 2.0-liter four-cylinder turbo diesel (150 hp 320 Nm).
BMW 320d with a 2.0-liter turbo diesel "four" (190 hp 400 Nm).
BMW 330d with 3.0-liter six-cylinder turbo diesel (265 hp 580 Nm).

On this moment only diesel BMW 320d xDrive is available with all-wheel drive, other models with rear-wheel drive.
In the very near future, the model line will be replenished with BMW 318i models with a 140-horsepower three-cylinder gasoline turbo engine, "charged" with a BMW M340i xDrive with a 374-horsepower biturbo six, hybrid BMW 330e, and the purely electric BMW i4 sedan.

xDrive came to our world a long time ago - 3 years ago, but talk about a smart all-wheel drive system does not stop. Moreover, the close to boiling point of interest in each new all-wheel drive BMW is largely due to the presence of xDrive in it.

The last of the current X-machine clan to reach us is the third series, which will be offered in 325Xi, 330Xi and 330Xd variants. We met the first - the most humble.

Externally and interior all-wheel drive "treshka" almost completely repeats the rear-wheel drive. We were able to spot 2 differences - the 325Xi badge at the stern and the Hill Descent Control button at the very bottom of the center console. From this point of view, the 325Xi is an ordinary representative of the third family, with its laconic forms, excellent ergonomics, comfortable seats, chic cream leather trim and ... cool in relation to the driver.

In fact, there are a lot of differences between the 325i and 325Xi. Let's start with the mass. Installation of the "transfer case" and the front drive axle - this is an additional 115 kg of weight. A lot. But thanks to the efforts of Bavarian engineers, this additive had almost no effect on the weight distribution, which BMW traditionally pays close attention to. Instead of 46:54 on the rear-wheel drive 325iA, the all-wheel drive version has a 48:52 ratio. The difference in dynamics is more significant - additional kilograms and a different main pair have reduced the maximum speed from 242 to 236 km / h. And acceleration to 100 km / h takes the 325Xi 0.4 seconds more - 8.1 seconds. You can also mention the increased turning radius and the volume of the fuel tank ... But the main thing is not that.

The main thing is four driving wheels. However, all four wheels at a BMW do not always "row" at once. In theory, xDrive is extremely simple and therefore, one might say - ingenious. In parking mode, the 325Xi is exclusively rear-wheel drive. When starting from a standstill and intensive acceleration, the electromechanical clutch is completely locked, establishing a rigid torque distribution in a 50:50 ratio. The xDrive holds its "death grip" until it reaches a speed of 20 km / h. And it completely "dissolves" and transfers 100% of the moment to the rear wheels only after reaching 180 km / h. The most interesting thing happens inside this "fork" of 20-180 km / h, with straight-line movement, the electronics maintains a ratio of 40:60 in favor of the rear wheels, but when the nature of the movement changes, it "plays" with the clutch, varying the distribution of the moment from 0: 100 to 50 : 50 on your own. Or rather, at the discretion of the programmers, who put the appropriate algorithm into it. They are now responsible for the behavior and character of any all-wheel drive BMW.

On slippery surfaces, xDrive juggles torque almost constantly and at any speed. In winter, you won't find any other coverage in Russia, which means that God himself ordered us to test the intelligence and reliability of the Bavarian "supercomputer" in practice. Get down to business!

God, well, the voice of this in-line "six"! Soft, velvety underneath and ringing violently on high revs... The character of the engine is an invaluable gift for the gambling driver: more than sufficient traction in the entire rev range, the readiness to pull the car out of the evenly flowing stream at any time and turn it into a part of the landscape flickering behind the door glass. Perhaps this 2.5-liter engine is one of the best in its class. But happiness would not be complete if the perfectly tuned 6-speed "automatic" did not work in tandem with the engine. Even in the "comfortable" mode, the delays during switching are minimal, and if you move the selector to you with a passionate movement, transferring the gearbox to sport mode, then the mutual understanding in the engine-transmission tandem becomes completely idyllic. Changing gears manually only breaks this magical harmony.

When starting from a standstill, the 325Xi accelerates as efficiently as possible - in this case, xDrive locks the clutch ahead of time, even before slipping begins. This is what the Bavarians are most proud of, because for many competitors the signal to lock the differential is just the beginning of wheel slip. You can confidently accelerate on the all-wheel drive 325 on almost any surface. Directional stability and the clarity with which the car responds to steering movements during acceleration and driving on high speed, cannot but inspire confidence in this "three-ruble note". Plus - excellent brakes with a sensitive and informative pedal, plus - a rigid assembled suspension ...

There is only one minus. When a track or other road irregularities appear under the wheels, this self-confident, seemingly, person begins to nervously rush from side to side, forcing the driver to strain. The situation is aggravated by a "longer" one than on rear-wheel drive cars, the steering wheel - the gear ratio has been increased from 16.0 to 18.2. And the "donut" itself with a thin and smooth rim seemed large - BMW has much more appetizing proposals for the third series.

Finally, the 325Xi makes its way onto deserted country lanes. Hello freedom! Rolled snow under the wheels, gas - from the heart, and the "treshka" immediately tries to drive aft, demonstrating innate rear-wheel drive habits and very liberal tuning of the stabilization system. Disabling the DTC (Dynamic Traction Control) allows you to further push back the moment of electronic intervention - here you can already get tickling slippages and small slips. But only up to a certain speed limit. Having finally thrown off the bonds of DSC, this car will take you to the world of real driver's buzz.

The fact is that the xDrive settings, adapting it to the cars of the third series, endowed the 325Xi with not the most agreeable character. At the entrance to the turn, the "treshka" demonstrates an unambiguous reaction to the gas - willingly goes into a skid and easily adjusts into a turn. But stretching the car sideways along the entire arc is not easy - a constant change in the moment supplied to the front end, then extinguishes the skid, then, on the contrary, brings it to a critical angle. To guide the BMW in a glide exactly in the fairway of the bend, precise, well-defined steering and throttle actions are required. Late with the first and overdone with the second - get a U-turn. But when everything is done on time and in moderation, a masterpiece is obtained - firing snow volleys from under the wheels, the "three-ruble" fan goes through a bend and with a minimum skid at the exit rushes to the next one. The beauty is fabulous! And driving a car in this mode is nowhere more pleasant: the sensitivity of the accelerator, the effort on the steering wheel, the operation of the automatic machine - all this creates a subtle but strong connection between the driver and the car. In the cabin, nothing rattles or creaks, body rigidity and build quality are excellent. Such driving in this case cannot be called extreme. This is a natural state for 325Xi!

But those who turn their gaze towards the four-wheel drive "treshki" in the hope of finding also increased cross-country ability, not superfluous when approaching a country house or in a snow-covered courtyard, will be disappointed. Small ground clearance and absolute rear-wheel drive in parking mode are unlikely to be allies here. An illustrative situation: resting its front wheels on the snow at the entrance to the parking lot, BMW helplessly rotates the rear wheels in place ... Only a sharp increase in gas helped to connect the front end and take the barrier. By the way, BMW passenger cars are not designed for such exercises. And, by the way, the lion's share of them are bought in the United States - for a completely different reason.

In Russia, the share of all-wheel drive modifications in the total sales of cars of the fifth and third series is less than 8 percent. One of the main reasons is the price. For the current BMW 325Xi, Russian dealers ask for € 3,600 more than for the rear-wheel drive version, the cost of which cannot be called sparing at all. So for many, it will remain a winter fairy tale.

AV car is provided by BMW

PRICES AND EQUIPMENT BMW 325Xi

Four-wheel drive cars of the third BMW series are offered in Russia in the only configuration for each version: for the 325Xi it is the Business version for € 45,100, for the 330Xi and 330Xd - Dynamic for € 58,700 and € 60,600, respectively. Station wagons more expensive than sedans for € 3000.

The 325Xi is equipped with 6 airbags, DSC stability control, cornering braking control, leather upholstery, 16-inch wheels, climate control, cruise control, a parking lot, a stereo system, a folding rear seat and a ski bag.

4x4 from Munich

1985. BMW 325iX (E30)

First serial BMW with four-wheel drive. The power take-off to the front wheels was carried out through a self-locking center differential and a transfer case with a chain. Initially, a constant distribution of torque in the ratio of 37:63 in favor of the rear wheels is laid. Introduced in 1989, the BMW 325iX Touring was produced until 1994. The next generation of the third series (1991; E36) did not have all-wheel drive.

The first all-wheel drive "five" (E34). Constant four-wheel drive, center differential with electromagnetic blocking... The distribution of the moment is 36:64. The next generation of the car (E39) was deprived of all-wheel drive.

The first BMW SUV. Full-time all-wheel drive - via free center differential and transfer case with Morse chain. Distribution of the moment in normal conditions – 38:62.

The next generation of the third series (E46) receives 3 all-wheel drive modifications - 325Xi, 330Xi and 330Xd. The transmission design is similar to the X5. The moment to the front wheels is constantly transmitted through a free center differential and a transfer case with a Morse chain. The ratio of the transmitted torque is 38:62.

The emergence of the xDrive system, implying the abandonment of the center differential and permanent all-wheel drive. From now on, only the rear wheels are constantly driven. Torque is transmitted to the front axle through an electromechanical clutch and a Morse chain.

As a result of the restyling, the X5 gets a transmission with xDrive.

There are 3 all-wheel drive modifications of the fifth series (E60) cars - 525Xi, 530Xi and 530Xd. All with xDrive transmission, in which the Morse chain is replaced by a gear drive.

The debut of all-wheel drive "three rubles" of the current generation. Modifications 325Xi, 330Xi, 330Xd.

The all-wheel drive coupe on the 5-series units should receive a transmission with xDrive.

TECHNICAL DETAILS

The role of the center differential in the xDrive system is played by a set of clutches (friction clutch). The degree of blocking of the clutch is changed using an electromechanical drive - a small electric motor, which, at the command of the control electronics, turns the lever connected to the clutch pack via an eccentric. The blocking range is from 0 to 100%. The xDrive mechanism takes 100 milliseconds to fully lock.

1. Clutch package

2. Electric motor

4. Eccentric

5. Electric motor

Text: Sergey Znaemsky

The last of the current X-machine clan to reach us is the third series, which will be offered in 325Xi, 330Xi and 330Xd variants. We met the first - the most humble.

God, well, the voice of this in-line "six"! Soft, velvety underneath and ringing violently at high revs. The character of the engine is an invaluable gift for the gambling driver: more than sufficient traction in the entire rev range, the readiness to pull the car out of the evenly flowing stream at any time and turn it into a part of the landscape flickering behind the door glass. Perhaps this 2.5-liter engine is one of the best in its class. But happiness would not be complete if the perfectly tuned 6-speed "automatic" did not work in tandem with the engine. Even in the "comfortable" mode, the delays during switching are minimal, and if you move the selector towards you with a passionate movement, transferring the gearbox to sport mode, then the mutual understanding in the engine-transmission tandem becomes completely idyllic. Changing gears manually only breaks this magical harmony.

When starting from a standstill, the 325Xi accelerates as efficiently as possible - in this case, xDrive locks the clutch ahead of time, even before slipping begins. This is what the Bavarians are most proud of, because for many competitors the signal to lock the differential is just the beginning of wheel slip. You can confidently accelerate on the all-wheel drive 325 on almost any surface. Directional stability and the clarity with which the car responds to steering movements during acceleration and driving at high speed, cannot but inspire confidence in this "three-ruble note". Plus - excellent brakes with a sensitive and informative pedal, plus - a rigid assembled suspension ...

In Russia, the share of all-wheel drive modifications in the total sales of cars of the fifth and third series is less than 8 percent. One of the main reasons is the price. For the current BMW 325Xi, Russian dealers ask for £ 3600 more than for the rear-wheel drive version, the cost of which cannot be called sparing with all the desire. So for many, it will remain a winter fairy tale.

Vehicle provided by BMW dealership

PRICES AND EQUIPMENT BMW 325Xi
Four-wheel drive cars of the third BMW series are offered in Russia in a single configuration for each version: for 325Xi it is the Business version for £ 45,100, for 330Xi and 330Xd - Dynamic for £ 58,700 and £ 60,600, respectively. Station wagons are more expensive than sedans by £ 3000.
The 325Xi is equipped with 6 airbags, DSC stability control, cornering braking control, leather upholstery, 16-inch wheels, climate control, cruise control, a parking lot, a stereo system, a folding rear seat and a ski bag.

4x4 from Munich

1985. BMW 325iX (E30)
The first production BMW with all-wheel drive. The power take-off to the front wheels was carried out through a self-locking center differential and a transfer case with a chain. Initially, a constant distribution of torque in the ratio of 37:63 in favor of the rear wheels is laid. Introduced in 1989, the BMW 325iX Touring was produced until 1994. The next generation of the third series (1991; E36) did not have all-wheel drive.

1991. BMW 525iX
The first all-wheel drive "five" (E34). Full-time four-wheel drive, center differential with electromagnetic locking. The distribution of the moment is 36:64. The next generation of the car (E39) was deprived of all-wheel drive.

1999. BMW X5
The first BMW SUV. Full-time all-wheel drive - via free center differential and transfer case with Morse chain. The distribution of the moment in normal conditions is 38:62.

2000. BMW 330Xi
The next generation of the third series (E46) receives 3 all-wheel drive modifications - 325Xi, 330Xi and 330Xd. The transmission design is similar to the X5. The moment to the front wheels is constantly transmitted through a free center differential and a transfer case with a Morse chain. The ratio of the transmitted torque is 38:62.

2003. BMW X3
The emergence of the xDrive system, implying the abandonment of the center differential and permanent all-wheel drive. From now on, only the rear wheels are constantly driven. Torque is transmitted to the front axle through an electromechanical clutch and a Morse chain.

2003. BMW X5
As a result of the restyling, the X5 gets a transmission with xDrive.

2005. BMW 525Xi
There are 3 all-wheel drive modifications of the fifth series (E60) cars - 525Xi, 530Xi and 530Xd. All with xDrive transmission, in which the Morse chain is replaced by a gear drive.

2005. BMW 325Xi
The debut of all-wheel drive "three rubles" of the current generation. Modifications 325Xi, 330Xi, 330Xd.

2008. BMW X6
The all-wheel drive coupe on the 5-series units should receive a transmission with xDrive.

TECHNICAL DETAILS
Drive
The role of the center differential in the xDrive system is played by a set of clutches (friction clutch). The degree of blocking of the clutch is changed using an electromechanical drive - a small electric motor, which, at the command of the control electronics, turns the lever connected to the clutch pack via an eccentric. The blocking range is from 0 to 100%. The xDrive mechanism takes 100 milliseconds to fully lock.
1. Clutch package
2. Electric motor
3. Lever
4. Eccentric
5. Electric motor

Text: Sergey Znaemsky

This has never happened before: now 20 models have an all-wheel drive system. BMW xDrive ... This smart system allows Bmw set new standards for traction and agility. xDrive provides a stepless and variable distribution of torque between the front and rear wheels, while operating at a speed previously unattainable. The system immediately recognizes the situation when torque redistribution is necessary and reacts in the shortest possible time.

Act, not react: xDrive knows how to think and takes action in a timely manner.

Video about BMW xDrive

xDrive and DSC

xDrive is faster than other systems because it knows how to anticipate the situation. To do this, it uses information from wheel sensors, which signal the threat of slipping, and also transmit data to the DSC stabilization system. These are, for example, yaw (yaw) and steering angle data, which are important in determining the actual state of the vehicle. This is important, for example, during dynamic cornering, where xDrive always optimally distributes the torque between the axles and thus minimizes the effects of oversteer and understeer. In addition to tangible gains in dynamics and driving pleasure, xDrive also contributes to a significant increase in safety. Main system BMW suspension control under the name DSC intervenes in many situations much later than on vehicles with conventional all-wheel drive systems.

XDrive's responsiveness delivers incredible traction gains. When starting off on a slippery or loose surface, only a few milliseconds pass between loss of traction and the redistribution of torque to wheels with good traction. The driver does not notice anything, and xDrive, meanwhile, independently solves problems that arise when starting off.

Conventional all-wheel drive systems are designed primarily to improve traction in difficult road conditions. With xDrive and the combination of intelligent all-wheel drive and active suspension control systems, BMW is redefining priorities and setting a new benchmark in all-wheel drive: while maintaining the highest possible traction on any surface, improving agility, agility and driving stability is at the forefront. Similar innovative solution allows xDrive to perfectly combine known advantages in the dynamics of a standard BMW drive, with the traction advantages of all-wheel drive.

xDrive for the new BMW 3 Series

"); w.show ();" alt = "(! LANG: bmw 3er f30 xdrive" title="bmw 3er f30 xdrive"> !} After sports BMW SUVs X3 and X5, as well as the 5-series, the benefits of full xDrive representatives of the new 3-series will also be able to use it. This is the first time an intelligent all-wheel drive of this level is used in mid-range cars. The xDrive solutions for the 3rd and 5th Series are basically the same as those used on the X3 and X5. However, their programs and technology have been adapted to the specific requirements of sedans and station wagons. For example, the drive chain for the transfer case has been replaced by a spur gear for optimal system integration.

The 325xi, 330xi and 330xd models enable the BMW 3 Series to bring the benefits of xDrive all-wheel drive to mid-range cars for the first time. XDrive technology is also offered for the BMW 5 Series (525xi, 530xi, 530xd) and sport utility vehicles X3 and X5. In this way, BMW is offering the intelligent all-wheel drive system in four model series.

It is quite clear that this is not the end of the matter. So, on Geneva Motor Show this year it was announced that the expected 2008 new series will also get xDrive. This particular sports crossover will be distinguished by a coupe-like silhouette, a high seating position of four riders and the presence of the xDrive system.
xDrive: faster slipping.

Unlike previous BMW all-wheel drive systems with a rigid distribution of torque between the rear and front axles, xDrive with a multi-plate clutch with electronic control provides a stepless and variable redistribution of torque between the front and rear wheels. The system instantly recognizes the moment when it is necessary to redistribute the torque, and reacts within an extremely short period of time, as a rule, even before one of the wheels begins to slip. As a result, each wheel receives the exact moment it needs to maximize traction and drive confidently forward. The result is a significant increase in safety and driving stability, as well as improved traction and agility, especially on winding roads. During dynamic cornering, xDrive can direct the optimum torque to the corresponding axle at any time, thereby minimizing understeer or oversteer. In normal straight-line driving, xDrive generally redistributes torque between the front and rear axles in a 40: 60 ratio to maintain the typical BMW rear-wheel drive feel.

Thanks to the intelligent xDrive system, the driver can always take advantage of the four-wheel drive when he needs it. BMW's all-wheel drive system has no disadvantages conventional systems and as a result, models with xDrive behave in the same dynamic way in everyday life as rear-wheel drive BMWs. In doing so, they set the tone for the all-wheel drive segment.

On the road, xDrive offers significant gains in agility, driving pleasure and safety when compared to conventional systems. The DSC suspension control system comes into play much later. In addition, xDrive provides more confident propulsion on dry or dry roads. slippery surface because the moment is immediately directed to the wheels with the best traction if one of them is threatened with slipping and thereby losing traction.
A key element of xDrive: the electronically controlled multi-plate clutch.

The special features of the xDrive system are provided by an electronically adjustable multi-plate clutch in the transfer case. If necessary, it redistributes the torque to the front wheels within milliseconds. In an extreme case, it is possible to completely separate the front and rear axles or their rigid connection with each other. At the same time, the rigid connection corresponds to the 100% locking of the center differential in traditional four-wheel drive systems.

The function of the cross-axle differential, that is, the forced distribution of torque on the front or rear wheels, is performed by the DSC system, its electronics intervene in the work of the brakes if necessary: if one of the wheels slips without transmitting force to the road, then this wheel is braked. Thanks to this, the differential in the axle gearbox automatically redistributes the torque to the other wheel.

The xDrive system owes part of its outstanding performance to the networking with the DSC suspension control system. Unlike conventional all-wheel drive systems, xDrive is proactive! If other systems only react after wheel slip, xDrive uses the collected data to determine if there is a situation in which four-wheel drive can be useful. Therefore, the four-wheel drive properties of the car are manifested even before the start of slipping.

XDrive uses all the data that the DSC suspension control system collects. So, with the help of a yaw rate sensor, the rotation of the car around the vertical axis is determined, and with the help of another special sensor, the steering angle is determined. Based on information about the vehicle's speed from the wheel sensors, its lateral acceleration and engine parameters, xDrive detects in advance road conditions at the moment and in accordance with this, it optimally redistributes the moment between the front and rear axles.

As with every BMW, DSC can be deactivated by the driver on all-wheel drive models. This allows sports enthusiasts to enjoy the outstanding dynamic properties of their BMW in controlled drift... The xDrive all-wheel drive is not disengaged.

The driver can enjoy the benefits of xDrive at all times, as the power flow is continuously adapted to specific driving conditions. Here are some examples:

When starting off under normal conditions, the multi-plate clutch is closed until the speed reaches approximately 20 km / h. This ensures maximum starting traction. The system then distributes the torque between the rear and front wheels in a variable ratio.

When cornering, the instantaneous distribution of torque reduces understeer or oversteer: if the rear of the car begins to skid towards the outside of the bend, the xDrive system closes the multi-plate clutch more tightly and directs more torque to the front wheels. As a result, the transmission of lateral forces to the rear wheels is restored and the vehicle is stabilized. In conjunction with DSC, the system detects an oversteer tendency at a very early stage and intervenes before the driver even has a chance to notice a change in the situation: BMW with xDrive literally takes a bend on rails.

A similar picture is observed with severe understeer. If the front wheels begin to drift towards the outside of the bend, this tendency to understeer is recognized by the DSC information and compensated for by a reduction in torque to the front wheels. Thus, up to 100 percent of the torque can be transmitted to the rear wheels! As a result, the driver can drive a BMW with xDrive, for example in twisty sections, with almost the same dynamics as a rear-wheel-drive BMW. Only if the danger of skidding or drifting cannot be compensated for by the variable torque distribution alone, does DSC come into play, which stabilizes the vehicle by braking individual wheels.

The xDrive system easily compensates for even sudden changes in the position of the accelerator pedal: if at least 200 milliseconds pass from the moment you press the pedal to the moment the engine is generated, the multi-plate clutch can open or close completely within 100 milliseconds.

When parked, fully opening the multi-plate clutch turns the car into a rear-wheel drive vehicle. At the same time, there is no unnecessary stress in the transmission and no influence on the steering.

On slopes with slippery surfaces, such as on snow or ice, individual wheel slip is prevented by the effect interaxle blocking... As a result, the DSC system for torque redistribution reduces engine power or brakes the wheels only in significantly more difficult road conditions. In addition, as you continue driving, the blocking effect significantly reduces the risk of the individual wheels losing the ability to transmit longitudinal or lateral forces to the road. This provides the driver with a safer and more dynamic driving behavior.

The intelligent xDrive all-wheel drive system, now available for the BMW 3 Series with 6-cylinder petrol and diesel engines, suggests that this is the first time an all-wheel drive of this level has been used in a mid-range car. As a result, the renowned sportiness of the 3 Series is complemented by confident traction for even more agility, agility and stability.

XDrive for BMW 3 Series models is an innovative and useful solution: thanks to the capabilities of the xDrive system, the driver can take advantage of the four-wheel drive if necessary, while other times he does not have to put up with the disadvantages inherent in many all-wheel drive systems. Indeed, in everyday use, the new 3 Series models with xDrive display the agility and agility of the rear-wheel drive three-wheel drive cars.

Except for the necessary adaptation to four-wheel drive, the chassis corresponds to the rear-wheel drive models. BMW models The 3 Series complies with the all-wheel drive principle of the BMW X3 and X5 vehicles, technical means and the software are, of course, adapted to the specific requirements of the BMW 3 Series.

XDrive system in compact BMW The 3 Series provides a stepless and variable redistribution of torque between the front and rear wheels. The system instantly recognizes the moment when it is necessary to redistribute the torque, and reacts within an extremely short period of time, as a rule, even before one of the wheels begins to slip. For example, when cornering dynamically, xDrive can direct the optimum torque to the corresponding axle at any time, thereby minimizing understeer or oversteer. For the driver, xDrive means tangible gains in agility, driving pleasure and safety.

The centerpiece of xDrive in the BMW 3 Series is the transfer case. Connected behind a manual or automatic gearbox, it distributes torque between the front and rear axles. In practice, it looks like this: with rear axle the box has a rigid direct connection. From there, using a multi-plate clutch with continuously variable electronic control, the required torque is taken, which is sent to the front axle and transmitted through a two-stage cylindrical gear train... The redistribution itself is smoothly carried out in the range from 50:50 percent to 0: 100 percent. In an extreme case, it is possible to completely separate the front and rear axles or their rigid connection with each other. At the same time, the rigid connection corresponds to the 100% locking of the center differential in traditional four-wheel drive systems. Since the redistribution of torque occurs within milliseconds, the driver usually does not notice anything. In normal straight-line driving, 60 percent of the torque is directed to the rear wheels and 40 percent to the front.

Thanks to its close interaction with DSC, xDrive is proactive.

XDrive is directly linked to the DSC suspension control system and uses the information it receives from DSC in its work. So, with the help of a yaw rate sensor, the rotation of the car around the vertical axis is determined, and with the help of another special sensor, the steering angle is determined. Based on information about the vehicle's speed from the wheel sensors, its lateral acceleration and engine parameters, xDrive detects the current traffic situation in advance and accordingly optimally distributes torque between the front and rear axles.

Networking with DSC enables the cross-axle differential function to be realized. Forced distribution of torque on the front or rear wheels is carried out by the DSC system, its electronics intervenes if necessary in the work of the brakes: if one of the wheels slips without transmitting force to the road, then this wheel is braked. Thanks to this, the differential in the axle gearbox automatically redistributes the torque to the other wheel.
DTC system for driving in sport mode and in the snow. HDC for controlled descent from slopes.

On vehicles with xDrive, the DSC function such as traction control (DTC) is also retained. The DTC allows more slip and a greater skid angle in extreme conditions such as loose snow or when driving in Sport mode.

HDC makes it easier to descend steep slopes: no intervention BMW driver with xDrive, braking with all four wheels, moves downhill at a constant speed of a fast walking pedestrian. The HDC function in the BMW 3 Series can be switched on and off using a button on the center console.

BMW 5 Series with xDrive

"); w.show ();" alt = "(! LANG: bmw 5er f10 xdrive" title="bmw 5er f10 xdrive"> !} The BMW 5 Series continues to develop its technological superiority: in the BMW 525xi and 530xi, the intelligent BMW xDrive all-wheel drive system, in addition to excellent traction new level agility, safety and agility in the four-wheel drive segment. Models with xDrive are available in sedan and station wagon body styles.

In addition to sportiness and comfort, roominess and functionality, the 5-Series with xDrive now offers excellent, confident traction that meets the highest demands. Thanks to the capabilities of the xDrive system, the driver can take advantage of the four-wheel drive if necessary, and the rest of the time he does not have to put up with the disadvantages inherent in many all-wheel drive systems. After all, the new 5 Series models with xDrive deliver the agility and agility of the rear-wheel drive models in everyday use. This establishes new standard in the segment of four-wheel drive vehicles.

Except for the necessary adaptation to all-wheel drive, the chassis of the BMW 5 Series with xDrive corresponds to the rear-wheel drive models. Models with xDrive in basic configuration Instead of 16-inch alloy wheels, the rear-wheel drive version is equipped with 17-inch wheels with 225/50 tires. The principle of operation of the xDrive system on the 5 Series models corresponds to the all-wheel drive principle of the BMW X3 and X5, the hardware and software are, of course, adapted to the specific requirements of the 5 Series.

The xDrive system provides a stepless and variable distribution of torque between the front and rear wheels. It instantly recognizes the moment when it is necessary to redistribute the torque, and reacts within an extremely short period of time, as a rule, even before one of the wheels starts to slip. As a result, for example during dynamic cornering, xDrive can direct the optimum torque to the corresponding axle at any time and thus minimize understeer or oversteer. As a result, xDrive offers a noticeable gain in agility, increased driving pleasure and, at the same time, increased safety compared to traditional all-wheel drive systems.

In addition, xDrive provides better traction on unpaved roads and on slippery surfaces, as torque is immediately directed to the wheels with the best traction when one wheel is in danger of slipping and losing traction. The driver can enjoy the benefits of xDrive at all times, as the power flow is continuously adapted to specific driving conditions.

The heart of the xDrive system is the electronically controlled multi-plate clutch.

The special features of the xDrive system are provided by an electronically adjustable multi-plate clutch in the transfer case. If necessary, it redistributes the torque to the front wheels within milliseconds. In extreme cases, complete separation of the front and rear axles or their rigid connection with each other is possible. At the same time, the rigid connection corresponds to the 100% blocking of the center differential in traditional all-wheel drive systems.

Part of its outstanding performance is due to the fact that xDrive uses all the data that the DSC suspension control system collects. So, with the help of the yaw rate sensor, the rotation of the car around the vertical axis is determined, and with the help of another special sensor, the steering angle is determined. Based on information about the vehicle's speed from the wheel sensors, its lateral acceleration and engine parameters, xDrive detects the current traffic situation in advance and accordingly optimally distributes torque between the front and rear axles.

The function of the cross-axle differential, that is, the forced distribution of torque on the front or rear wheels, is performed by the DSC system, its electronics intervene in the work of the brakes if necessary: if one of the wheels slips without transmitting force to the road, then this wheel is braked. Due to this, the differential in the axle gearbox automatically redistributes the torque to the other wheel.

Sport and Snow DTC

"); w.show ();" alt = "(! LANG: bmw xdrive all wheel drive for bmw" title="bmw xdrive all wheel drive bmw"> !} DSC on all-wheel drive models It has, as is the case with the rear-wheel drive variants, the traction control DTC (Dynamic Traction Control), which allows more slip and a greater skid angle in extreme conditions, for example on loose snow or when driving in Sport mode. In addition, the DSC system can be completely deactivated, as on all BMW vehicles.

The HDC system makes it easier to descend steep slopes: without driver intervention, the "five" with xDrive, braking with all four wheels, moves downhill at a constant speed of a fast walking pedestrian. HDC can be turned on and off using one of two programmable buttons on the multifunction steering wheel.

BMW xDrive for X3 and X5

"); w.show ();" alt = "(! LANG: bmw x3" title="bmw x3"> !} The BMW X3 and X5 combine the outstanding dynamism of a typical BMW with a wide range of sport utility vehicle (SAV) applications. A special feature of the X3 and X5 is the intelligent xDrive all-wheel drive system, which has been specially developed for these SAVs.

XDrive provides a stepless and flexible distribution of torque between the front and rear axles. The system immediately recognizes when a distribution is required and responds in a very short time. When moving on paved roads, this redistribution, as a rule, occurs even before the wheel loses traction with the supporting surface. As a result, xDrive allows, for example, during dynamic cornering, to direct the optimum moment to the corresponding axle at any time and significantly reduce the risk of skidding or drifting.

Pre-emptive torque redistribution ensures optimum all-wheel drive properties.

On the road, xDrive offers significant gains in agility, agility and safety. In addition, xDrive allows you to feel more confident on bad or slippery roads, since in the event of a danger of slipping and as a result of loss of traction, the moment is directed to the wheels with better traction in the shortest time.

Unlike passenger options xDrive, which is used on the BMW 5 and 3 Series, on the SAV, the electronically controlled multi-plate clutch directs the torque through cardan shaft driven by a chain. It runs to the left of the motor. Shaft extending to the right front wheel, passes through the oil sump. This allows the engine to be positioned lower and thus to achieve a lower center of gravity while at the same time good ground clearance... This benefits both dynamic driving dynamics and roadworthiness. It also contributes to less roll when cornering.

To be able to use drive shafts the same length, a support bracket is flanged on the right side of the oil sump. The steering became free from negative influences from the drive side, since the angle of inclination of the shafts on the left and right is the same. It also allows for maximum swing angle. steerable wheels and thus a smaller turning circle compared to conventional SUVs.

An electronically controlled multi-plate clutch in the transfer case distributes torque to the front wheels within milliseconds. In extreme cases, it is possible to completely separate the front and rear axles or their rigid connection with each other. At the same time, the rigid connection corresponds to the 100% locking of the center differential in traditional four-wheel drive systems. The function of the cross-axle differential, that is, the forced distribution of torque on the front or rear wheels, is performed by the DSC system, its electronics intervene in the work of the brakes if necessary: if one of the wheels slips without transmitting force to the road, then this wheel is braked. Thus, the differential directs more torque to the opposite wheel.
The xDrive advantage: Timely information ensures quick response.

Unlike other all-wheel drive systems, which only react when the wheels are already skidding, the proactive xDrive system recognizes the driver's desire - by assessing, for example, the position of the accelerator pedal - and uses the data to determine the situation in which all-wheel drive is needed. ... In this way, the necessary conditions to realize the full potential of all-wheel drive even before slipping occurs. In addition, xDrive uses all the data that the DSC suspension control system collects. So, with the help of a yaw rate sensor, the rotation of the car around the vertical axis is determined, and with the help of another special sensor, the steering angle is determined. Based on information about the vehicle's speed from the wheel sensors, its lateral acceleration and engine parameters, xDrive recognizes in advance the situation in which the SAV is currently located, and accordingly optimally redistributes the torque between the front and rear axles. In this way, xDrive offers significant dynamism gains, which are especially noticeable on winding roads.

Like any other BMW, also the SAV X3 and X5 have a switchable DSC system. As a result, fans of a sporty driving style can enjoy the brilliant dynamic properties of their BMW in a controlled drift. The xDrive all-wheel drive is not disengaged.

Description of the xDrive all-wheel drive system on BMW cars

Modern BMWs got all-wheel drive back in 1985. This was long before the appearance of crossovers, so the Bavarians optionally equipped only the 3rd and 5th series with such a transmission, which received an additional letter x in the index. A transfer case with an interaxle differential was fitted to the gearbox, from which drives to the front and rear axles went. In the systems of the first two generations (1985 and 1991), clutches of different design blocked the center and rear cross-axle differentials.

In 1999, entered the market crossover bmw X5, equipped with a third-generation all-wheel drive transmission. Its fundamental differences: all the clutches have been abolished, the blocking of interwheel differentials is imitated by the brakes under the control of electronics, the center differential is completely free.

And in 2003 on compact crossover X3 appeared xDrive, which subsequently registered on all all-wheel drive BMW... The system has already undergone several upgrades, but its basis and principle of operation have remained the same.

BASIS OF BASES

With all the innovations, the current xDrive has retained the fundamental architecture of its predecessors. The electronically controlled friction clutch, which, in fact, replaced the center differential and its blocking, helps to distribute the moment more efficiently between the axles. In addition, in the X-Drive arsenal there is an electronic system inherited from the first X5 that imitates the blocking of cross-axle differentials (ADB-X): it grabs the slipping wheel with its brakes, allowing it to realize more torque on the other.

The redistribution of torque between the axles depends on the compression force of the clutch friction clutches: at the command of the electronics, they are compressed or diverged, depending on the situation. The clutch compression is controlled by a servo motor. A tricky lever (shown in the diagram below, position 2) converts rotary motion the shaft of the electric motor in its axial movement, which presses or releases the clutches.

When the clutch is locked, some of the torque is removed from the rear axle and transmitted to the front through a chain or gear drive transfer case. The differences in design are due to the layout of the center tunnel. In crossovers, there is more space, therefore, a unit with a chain is used, and on cars, a more compact version with gears.

BMW is disingenuous by calling the xDrive transmission permanent all-wheel drive. In normal modes, torque is distributed 40:60 in favor of the rear axle. In this case, the clutch is almost completely clamped (with complete blocking, a rigid connection between the axles is provided, the moment is divided equally). If the clutch is disengaged, then the whole moment goes to the rear axle. That is, in fact, in front of us is a constant rear drive with an automatically connected front axle.

Here's another publicity stunt. The manufacturer claims that the clutch can throw up to 100% of the thrust forward. This will happen if, when the clutch is completely locked (both axles are rigidly connected), the rear wheels hang in the air or are absolutely slippery ice, and under the front ones there will be dry asphalt. Then it is really possible to realize 100% of the torque on the front axle, because the rear wheels do not have traction, that is, the torque on them is zero. But there is no magic in this - the laws of physics rule the ball, and not the unique design of the clutch. Any differential with a hard lock can handle this task. In addition, the described situation in normal conditions is unrealistic: even if the rear wheels are on mirror ice, the grip of the tires to the surface, albeit very slight, will still be, and with it there will be an insignificant share of the transmitted torque. Therefore, xDrive cannot transfer 100% to the front axle.

Yet xDrive is truly efficient and yet structurally simple. It is perfectly complemented by the electronic stability control system DSC, which allows you to realize all the advantages of all-wheel drive: it improves dynamics and controllability, while taking care of safety and in no way prejudices the driver's ambitions.

PLANNED MODERNIZATION

With the appearance in 2006 of the second generation of the X5 crossover, xDrive was also slightly updated. We limited ourselves to the refinement of the control electronics, endowing the exchange rate stability system with even greater rights.

It came to constructive changes two years later. On the X6, an electronically controlled DPC (Dynamic Performance Control) active rear differential has been incorporated into the X-Drive scheme. It is able to redistribute the moment between the rear wheels - this relieves the car from understeer and allows it to take turns at a higher speed, remaining on the trajectory set by the driver.

The DPC has a stepless blocking up to 100%. Structurally, this is realized by the addition of two planetary gears and a pair of multi-plate friction clutches, which are controlled by electric drives. For the first time, a similar scheme was demonstrated by the Mitsubishi Lancer Evolution VII. At BMW, it is only available on the X5 and X6 crossovers. For younger models, its simplified electronic counterpart, Performance Control, was added as an option. This function is integrated into the stability control system: when cornering, it slows down the internal rear wheel to add a moment to the outside.

The absence of other changes in the xDrive transmission design speaks to the reliability of the system. BMW representatives claim that during its entire existence it did not cause serious problems. According to statistics, apart from the oil seals and anthers of the drives, the clutch control servo motor most often fails. But it happens closer to 300,000 km of run, and only every third or even fourth owner rolls this much. In addition, the location of the unit outside the transfer case simplifies the replacement procedure, and the price of the motor is low.

MOUNTAIN JUBILEE

BMW celebrates 15th anniversary of its crossover line high mileage on winter roads Montenegro. The route did not provide for off-road, but abounded in mountain serpentines. Actually, in such conditions, the capabilities of the xDrive system should be revealed in all its glory.

In front of me is the entire line of crossovers, except for the younger X1. The cars are shod with non-studded winter tires. The temperature difference between the flat and mountainous parts of the route is from a slight minus to +15 ºС.

Only common sense and the instinct of self-preservation were the limiters in the speed of driving on serpentines. Far from everywhere the width of the road allows you to freely pass with oncoming cars, and most of the turns are blind.

To be honest, it was scary and physically difficult to drive for a long time at the limit of the tires' grip properties. But in these conditions, xDrive never made you nervous, and sometimes pleasantly surprised. The older brothers X5 and X6 with an active rear differential were fervently screwed into the studs. In sports mode, the stabilization system allowed a little hooliganism and, under the addition of gas, left the studs sideways. And in rare running and open corners, the older Xs leaned more confidently with the outer wheels as the speed increased, as if the turn was turning into a profiled one.

The more restrained X3 and X4 provoked less active driving. But X3 was still able to please in one potentially dangerous situation.

Before the long-awaited open corner, the asphalt in the braking area was covered with frost. The brake pedal vibrated desperately, and the speed dropped alarmingly slowly. But there was no need to take emergency measures: X3 with a margin blended into the turn, without losing stability. Well thanks xDrive!

The payment for freedom

The free (open) symmetrical differential has a serious drawback. It always divides the torque equally. When one wheel loses traction, the other stops. For example: if we hang only one wheel on four-wheel drive car with three free differentials in the transmission, it will rotate helplessly and the car will not budge. And in order for the car to move, they use various differential locks to transfer some of the moment to the wheel (or wheels) with better grip: these are self-locking differentials, various clutches or their electronic simulators, which work under the control of the directional stability system.