xDrive is the original intelligent all-wheel drive system developed by BMW. Despite the fact that this system belongs to permanent all-wheel drive, at its core it retains the classic rear-wheel drive transmission scheme for BMW, i.e. under normal driving conditions and road surface conditions, the car behaves predominantly as a rear-wheel drive. But if necessary, part of the torque is instantly transferred to the front wheels. In this way, the system constantly monitors the state of the car's movement, continuously distributing power between the axles in an optimal ratio. As a result, the xDrive system provides exceptional handling and dynamics when cornering and driving on slippery roads.
History of creation and development of the system
The BMW xDrive all-wheel drive system was officially introduced in 2003. Up to this point, its predecessor was a scheme with a constant distribution of torque between the axles in a fixed ratio. Initially, all-wheel drive was offered as an option for the rear-wheel drive models of the BMW 3 and 5 series of the 80s. The history of the development and improvement of BMW all-wheel drive systems has four generations.
1985 BMW iX325 all-wheel drive model
1st generation
1985 - All-wheel drive system that distributes torque constantly in a ratio of 37:63 for the front and rear axles, respectively. The rear and center differentials were rigidly blocked when slipping by viscous couplings, the front differential was of a free type. Used on the 325iX model.
II generation
1991 - permanent drive with a power ratio between the axles of 36:64, with the possibility of redistribution to any axle up to 100% of the torque. was carried out using an electromagnetic multi-plate clutch, the rear differential was blocked by a clutch with an electro-hydraulic drive, the front one was free. In its work, the system took into account the readings of the wheel speed sensors, the current engine speed and the position of the brake pedal. Used on the 525iX model.
III generation
1999 - four-wheel drive with a constant power distribution in the ratio of 38:62, all differentials are free with electronic locking. The system functioned in conjunction with the dynamic stability control system. This all-wheel drive scheme was used on the first generation X5 crossover and showed excellent results both when driving on asphalt and in light off-road conditions.
IV generation
2003 - The xDrive intelligent all-wheel drive system was introduced as standard on the new X3 and the facelifted 3 Series E46. To date, xDrive is installed on all models of the X series, optionally - for all other BMW models, except for the 2nd series.
System elements
- in a housing with a multi-plate clutch that performs the function of an interaxle differential.
- Cardan gears (front and rear).
- Cross-axle differentials (front and rear).
Diagram of the BMW xDrive all-wheel drive system Multi-plate friction clutch
Servo Driven Multi-Disc Friction Clutch The function of power distribution between the axles is performed by a transfer box located in the body and driven by a servomotor. Depending on the model of the BMW car, a chain or gear type of front axle cardan drive can be used. The clutch is activated by the command of the control unit and in a fraction of a second changes the ratio of torque transmission along the axes.
How the system works
At its core, the xDrive system uses a rear-wheel drive transmission scheme. Driving in normal mode provides for a torque distribution in the ratio of 40:60 (for front and rear axles). If necessary, the full power potential can be transferred to the axle with the best grip on the road surface. xDrive works in concert with all integrated active safety systems, including Active Steering and Vehicle Stability Control.
System operating modes
- Start of movement : differential locked, power between the axles is distributed in an optimal ratio of 40:60, at speeds above 20 km / h, the torque ratio is determined by the system based on current driving conditions and the road surface.
- Oversteer: When the xDrive system detects that the rear axle is moving outward from the steering center, more power is directed to the front axle; if necessary, the dynamic stability control system is activated, braking the necessary wheels and leveling the car.
- Understeer: When the steering system registers the front axle away from the center of rotation, up to 100% of the torque is applied to the rear axle, and the stability control system helps to stabilize the vehicle if necessary.
- Driving on a slippery road: The torque is distributed electronically to the axle with the best grip, preventing slippage.
- car parking: all power is redirected to the rear axle, making it easier for the driver to control and reducing the load on the transmission elements.
Scheme of the xDrive system Based on the readings of numerous sensors, the control electronics are able to accurately recognize the tendency of the car to drift when cornering or the imminent loss of traction of the wheels with the road surface. The system also takes into account the current parameters of the engine, the speed of the car, the speed of the wheels, the angle of their rotation and the lateral acceleration of the car. This allows you to proactively calculate and change the balance of power distributed between the axles in a fraction of a second. The stabilization of the car occurs on the verge of losing control, while maintaining traction and dynamics. The stability control system is activated at the last moment in the event that the intelligent all-wheel drive has not coped with the task.
Whole photo sessionThe BMW “5 Series” gets all-wheel drive and more.
...Somewhere in these parts lives Santa Claus. Signposts with directions to one or another attraction named after the local Santa Claus are found in the vicinity of the Finnish town of Rovaniemi at every step. And here is the Arctic Circle, and in one day I crossed the magical Line of Cold, probably twenty times. In Rovaniemi, it is considered good manners to drive on snowy and icy roads exclusively on studded tires, always give way to snowmobiles and reindeer teams crossing the track, and just in case, unfasten your seat belts when entering an ice crossing. This is how this fertile land of northern Finland looks like in a first approximation. BMW chose him to present the all-wheel drive variant of the “5 Series”, which, at first glance, differs from the standard rear-wheel drive model only by an additional letter “x” in the plate on the trunk lid. Although in reality this sign of an unknown number hides much more ...
ice tango
BUT BEFORE the “five” test organizers allowed us only at the end of the day, offering to first ride on SUVs “BMW X3” and “X5”. They say the 5 Series is just a regular passenger car, and even when equipped with an xDrive all-wheel drive, it won't show you all the benefits of four-wheel drive, unlike cars that were designed for off-road driving from the very beginning.
“Five” with all-wheel drive still retained the typical rear-wheel drive habits.
Therefore, for a good three-quarters of the test drive, I had to plow the snow rut on the “X3”, then master the narrow forest clearings on the “X5” ... in anticipation of the long-awaited moment when we would be allowed to drive a four-wheel drive “five”.
However, having driven a couple of hundred kilometers on BMW SUVs, I was even grateful to the organizers for letting me remember what the main advantage of the Bavarian xDrive all-wheel drive transmission is. And its main advantages are, firstly, in speed, and secondly, in the possibility of the widest variation in torque between the front and rear wheels. While the advantage still remains, as befits a real BMW, behind the rear-wheel drive, in some cases, up to 100% of the energy can go to the rear axle. This is felt even during normal driving on snowy roads. Sometimes in a turn from an excess of torque on the rear axle, a noticeable skid begins, which, however, is instantly extinguished by the intervention of the stabilization system and the transfer of traction to the front wheels.
And finally, in front of me is a series of all-wheel drive “fives”. Everything is like a match in the top version of the “BMW 530xi” with a 3-liter 258-horsepower inline “six”. (All-wheel drive can also be combined with a 2.5-liter 6-cylinder engine with 218 horsepower. This model is called the “BMW 525xi”.) In addition, along with the “sedan” body, the all-wheel drive “5 Series” is available as a station wagon. Touring.
By the way, the above-described motors are completely new, and ordinary “fives” can be supplied with them. The power of both engines has increased by almost 30 horsepower, the torque curve now reaches 90% of its peak in almost the entire range of the motor. In addition, both engines can be revved up to higher revs. Thanks to the advanced Valvetronic valve control system, the cut-off is now at 7,000 rpm, an increase over the previous 500 rpm motors.
However, on the ice of a frozen lake, I will absolutely not care how much the new engines are more powerful or frisky in the set of revolutions. Tires crawling on ice are completely uninteresting at how many “rev / min” the useless slip began.
Engine power has increased by almost 30 forces, and you can “twist” them to higher speeds.
In standby
OUTSIDE all-wheel drive "five" almost do not differ from purely rear-wheel drive cars. With the exception of the wheels, they are already in the basic version of the 17-inch dimension (the usual “fives” have 16 inches as standard). Although... They seem to be a bit taller. Maybe they increased the ground clearance here? I ask the engineer to come. He explains:
The interior of the all-wheel drive “5 Series” is no different from the interiors of conventional BMWs.
The body is really located 1.5 cm higher than that of the usual “fives”, but the ground clearance remains the same. The increase in height was required to accommodate the all-wheel drive transmission units. At the same time, by the way, we had to radically redesign the design of the transfer case. If on SUVs “X3” and “X5” power is taken to the front wheels through a chain, then on the all-wheel drive “five” a more compact gear transmission is used.
This is not the only compromise. Turning the steering wheel in place, I did not find the presence of the “Active Steering” system, which at low speeds reduces the steering gear ratio to a meager 1.8 turns. The tight layout of the under-engine space forced the designers to abandon the use of a variable-pitch steering wheel on all-wheel drive vehicles. As well as from the “Dy-namic Drive” system, which helps to deal with rolls in tight turns.
Nevertheless, the “xDrive” all-wheel drive transmission works in a passenger car with the same reliability and predictability as in Bavarian SUVs. The BMW instructor who started ahead of me was driving a conventional rear-wheel drive “530i Touring” station wagon. When starting off in the snow, the stern of his car was slightly led to the side. Immediately, the stabilization system strangled the engine, and only then, having gained traction, the car slowly moved from its place.
For me, on an all-wheel drive car, such a problem could not arise in principle. The “xDrive” system, when starting on any surface, blocks the interaxle multi-plate clutch, and the “five” starts acceleration smoothly and reliably, pushing off the ground (or snow) with all four wheels.
Our “xDrive” system distributes torque across the axles so smoothly and imperceptibly in accordance with data from the sensors of the DSC anti-skid system that you may not even feel at what point the car becomes front or rear wheel drive. Therefore, we have equipped each machine with an additional display, which will display diagrams of the locking of the center clutch. According to them, you can evaluate the degree of torque supply to a particular axis.
The body of the “BMW 530xi” is raised by 1.5 cm, but the ground clearance remains the same.
These words of the organizers came to my mind when my gaze caught on a somewhat rough device that towered over the dashboard. Graphs constantly jumped across his screen, showing the continuous change in torque between the axles. However, while I was driving at a relatively stable speed on a decent road, the car was mostly rear-wheel drive. A very small share of power was supplied to the front axle. But it was worth entering the turn a little more energetically and making the car sway slightly astern, as, under the chirping of the anti-skid system, the degree of blocking of the center differential literally increased to its maximum value in an instant, throwing a solid share of the torque forward, and then returned to its original state. The car stabilized, and I again remembered the words of BMW engineers, who told me the day before that the speed of the clutch that controls the distribution of torque between the axles is a record short time of about one millisecond. For comparison, a modern engine reacts twice as slowly to pressing the gas pedal.
First difference...
DRIVING up a steep snow-covered descent onto a frozen lake, I decided to play it safe and turn on the “Hill Descent Control” system that all modern all-wheel drive BMWs are equipped with. This device, independently slowing down the car, allows you to go down a slippery slope at a minimum speed. However, a strange thing, knowing that this system is on my machine, I could not find its key in any way. Maybe, according to the latest fashion, HDC activation was stuffed into the bowels of “iDrive”? And so it turned out. Now hardwired into one of the submenus of this system, the “safe descent from the slope” function can be activated using the rotary joystick controller on the floor tunnel. Or, if you are going to use this mode often (for example, in the Swiss Alps this is a common thing), program it to turn on one of the “free” buttons on the multifunction steering wheel. And you can adjust the speed of descent by pressing the cruise control buttons.
Four-wheel drive also has a “Touring” variant, that is, a station wagon.
In general, given that the all-wheel drive “five” will obviously be used in more severe and dangerous road conditions than rear-wheel drive cars, they were also endowed with a more sophisticated stability control system. As on BMW SUVs, it is able to take into account the influence of not only the car itself, but also the trailer hanging on its “tail”. In addition, the anti-skid system of all-wheel drive vehicles is capable of performing several more functions: to keep the car on a slope while the driver moves his foot from the brake to gas, to dry wet pads by pressing them against the brake discs for a short time, to build up additional pressure in the brake line when the brakes overheat , and also be always ready for an emergency stop of the car if the driver takes his foot off the gas pedal.
However, I was more interested in the completely opposite perspective, having driven onto a short ring road paved by a bulldozer on a frozen lake, turning off the stabilization system altogether. Moreover, on the all-wheel drive “five”, unlike BMW SUVs, this procedure can be done in two stages: first turn off the ABS, allowing the wheels to rotate as much as you like in sliding, and then, holding the shutdown button a little longer, generally deactivate the electronics responsible for safety. After all, this is the only way to find out how honestly this car behaves in a controlled skid.
Disabling the traction control system, at first I was pleased with the result. The all-wheel drive “5th series” allows you to widely “throw” the car sideways, and only when there is an obvious danger of a turn, the stabilization system comes to the rescue, correcting the car in the right direction by selective braking of the wheels.
But when I deprived myself of this safety net, it turned out that the all-wheel drive “five” with accurate confident taxiing and accurate gas operation allows you to drive it along the trajectory with jewelry accuracy. Here "xDrive" really anticipates your desires. Here we enter a protracted arc. The car begins to nose out of the bend. We turn the steering wheel, give it a little gas and, having fixed the beginning of the demolition by the slippage of the front wheels, “xDrive” throws the lion's share of the moment back. Now the massive body of the “five” went sideways in a controlled skid. We pull it to exit the turn, reduce the gas, throw the steering wheel again and, as if feeling the need for traction on the front wheels, the car begins to rake in them, confidently pulling itself in the right direction. With all-wheel drive transmission so responsive to your actions, every corner is like dancing with a well-known partner. You are not trying to guess the next step of your partner, but you are 200 percent sure that the next turn will go exactly as you expect. The all-wheel drive “five” is so understandable and predictable in drifts that it is not necessary to expect an unexpected trick from it. It's just a pity that after a few laps along the ring track, the organizers waved their hands, making it clear that enough is enough, clear the way for the next group. The beautiful ice dance ended before reaching the final...
Having carried away the snow extravaganza, I almost forgot to tell you that in addition to the new six-cylinder engines and all-wheel drive transmission, the “5th Series” received some other improvements. Here is a short list of them. The parking brake handle is now always sheathed in genuine leather; the box for small things to the left of the steering wheel has become larger in volume; ordering seats with active adjustment of lateral support depending on the speed and angle of rotation can now be a buyer of any “five”, and not just top versions. In addition, you can program the lift height of the station wagon's rear door using the "iDrive" menu (now you don't have to be afraid that a door that is too high will hit the garage ceiling). Yes, even the “Servotronic” steering, which increases effort depending on speed, has moved from options to the list of standard equipment. Although in comparison with the above things, all this, of course, is trifles ...
The “xDrive” transmission works on a passenger car with the same reliability as on Bavarian SUVs.
| Brief technical characteristics “bmw 5 Series” | ||
| 525xi | 530xi | |
| Dimensions, cm | 484.1x184.6x148.2 | |
| Curb weight, kg | 1.665 (1.680)* | 1.665 (1.680) |
| Engine | 6-cyl., in-line, 2.5 l | 6-cyl., in-line, 3 l |
| Power | 218 HP at 6,500 rpm | 258 HP at 6,600 rpm |
| Torque | 250 Nm at 2,750 rpm | 300 Nm at 2,500 rpm | BMW AG
Now the “charged” sedan has been declassified officially. It is interesting that the car, although built on the basis, has an internal F90 index, referring to the Bavarian F-models of the previous generation. So what do we have?
The main thing is that the new sedan has become the first passenger car with all-wheel drive. With the increase in power, the capabilities of the canonical rear-wheel drive began to be lacking, and in the BMW M division they nevertheless decided to switch to four-wheel drive. The M xDrive transmission is structurally the same as that of the "civilian" models of BMW with a longitudinal engine: permanent rear-wheel drive and a multi-plate clutch for connecting the front wheels. However, all components are strengthened, an electronically controlled active rear M-differential is installed, and the sedan-style front-wheel drive disabling program has also been added: in this mode, the car will retain its traditional rear-wheel drive character to the delight of enthusiasts and drifters.
By default, the emka has all-wheel drive, but when the stabilization system is switched to the tolerant M Dynamic Mode, which allows slips, the transmission also switches to the 4WD Sport setting with an emphasis on rear-wheel drive. If ESP is completely disabled, then you can choose one of three drive modes: standard 4WD, "relaxed" 4WD Sport and hooligan 2WD.
Other important changes include the traditional eight-speed "automatic", which replaced the preselective "robot". Improved compared to conventional models, the gearbox shifts quickly and smoothly, and the torque converter lock-up is disabled only during gear changes.
The BMW M5 retained the old V8 4.4 biturbo engine, but it has new turbochargers, increased injection pressure, modified lubrication and cooling systems. Lightweight exhaust system - with Helmholtz resonators, which allow you to put the right "voice" at high speeds. Engine power - 600 hp against 560-600 hp in the previous model (depending on the version), and the torque is 750 Nm instead of 680-700 Nm, with maximum traction already available from 1800 rpm.
Compared to the base “five”, the extreme sedan has an increased track, the kinematics of the suspension has been revised, the stabilizers have become thicker, and the rubber joints are tougher. The M5 is equipped with adaptive dampers with three modes of operation. The same number of settings and the steering mechanism. The basic brakes are compound (cast iron discs with aluminum hubs): in front - six-piston with a fixed caliper, and at the rear - simple single-piston with a floating caliper. For an extra charge - carbon-ceramic discs, which reduce unsprung weight by 23 kg from the car: such brakes have golden calipers instead of regular blue ones.
The old rear-wheel drive "emka" in running order weighed 1870 kg (without a driver), and the new all-wheel drive is 15 kg lighter. First of all, this was achieved thanks to the carbon fiber roof, which was previously used on the M3, M4 and M6 models. The front fenders, hood, doors and trunk lid are aluminum. And instead of a lead-acid battery, a more compact and lighter lithium-ion battery is installed in the trunk, and with a capacity of only 70 Ah versus 105 for the previous Emka.
What about dynamics? If the old sedan accelerated to 100 km / h in 4.4 seconds, and the most forced 600-horsepower version did it in 3.9 seconds, then the indicator of the new all-wheel drive car is 3.4 seconds. The Mercedes-AMG E 63 S sedan (612 hp) has the same time, the model (608 hp) made on the basis of the civilian “five” does this exercise in 3.5 s, and the Audi RS 6 performance station wagon ( 605 hp) - in 3.7 s. Up to 200 km / h, the BMW M5 accelerates in 11.1 s, the maximum speed is limited (250 km / h), but if you order the M "Driver" s Package, the cut-off will be shifted to 305 km / h.
What else? Flared fenders, muscular bumpers, an advanced air intake system and 19 or 20 inch wheels are commonplace for such machines. Inside, there is an M-steering wheel with red spots on the M1 and M2 buttons, on which you can “hang” individual combinations of modes for all driving electronics. And the modified selector of the "machine" - with a two-armed key for changing settings on the top.
The world premiere of the BMW M5 sedan will take place in September at the Frankfurt Motor Show. Immediately after that, European dealers will start accepting orders. The price in Germany is already known: from 117,900 euros - 4,000 euros less than they ask for the Mercedes-AMG E 63 S. But deliveries of commercial vehicles will begin only next spring.
xDrive - the inscription on BMW cars is put for a reason or some small addition, this is the first indicator of a difficult drive in a car. Consider the principle of operation and the history of occurrence.
The content of the article:
Good control over the forces that interact on the car while driving is the first thing you need to be safe while driving. Such aspects are taken into account by BMW engineers in the first place when developing a new model.
The inscription xDrive on the front fender of a BMW car is not casual, it is not a minor tuning or some specific addition. Such an inscription indicates that all-wheel drive is installed in the BMW.
The beginning of the existence of the xDrive system
BMW car specialists distinguish 4 generations. Rumor has it that in 2017, engineers want to introduce a new generation of all-wheel drive.
First generation
The xDrive all-wheel drive system dates back to 1985. The torque was distributed according to the principle: 63% was allocated to the rear axle and 37% to the front axle. The composition of such an all-wheel drive included a locking of the center and rear wheel differentials with the help of a viscous clutch.
It often happened that inexperienced drivers forgot the principle of using the system, and it quickly failed. But still, those who used BWM cars without xDrive and with this system stated that the difference in driving was significant.
Second generation
The beginning of the second generation xDrive falls on 1991. This time the distribution has changed a little, now 36% fell on the front axle and 64% on the rear wheels. The center differential is locked using a multi-plate clutch on electromagnetic control. The rear cross-axle differential is locked using a multi-plate clutch based on electro-hydraulics. Thanks to this innovation, it was possible to redistribute the torque between the axles in any ratio from 0% to 100%.
Many motorists say that it was from this generation that many BMW cars began to be equipped with the xDrive system. Yes, and driving a car with such a system has become pleasant and safe. At one time, these machines began to be in great demand and quickly gained a positive reputation.
third generation
1999 was the beginning of the third generation xDrive. The distribution of torque on the axle during normal driving became 62% on the rear and 38% on the front axle, and the axle and axle differentials became free. Blocking of cross-axle differentials is carried out electronically, and a system of dynamic control of the vehicle's course stability appears to help with all-wheel drive.
fourth generation
In 2003, the latest generation of the xDrive system is released. Torque is distributed in a ratio of 60% to the rear axle and 40% to the front axle of the BMW. The center differential is carried out using a multi-plate friction clutch, and controlled electronically. Torque distribution is still possible from 0 to 100%. The cross-axle differential lock is electronic, due to which it interacts with the vehicle's Dynamic Stability Control (DSC) system.
Fans of the BMW brand say that thanks to such an xDrive system, cars have appeared with good cross-country ability, directional stability, and as a result, safety has improved.
The xDrive system is used for BMW vehicles with a rear-wheel drive transmission. Torque is distributed between the axles thanks to the transfer case. From itself, it represents a gear train on the front axle, which is controlled by a special, functional clutch.
But there is a nuance, in sports-type SUVs, instead of a gear, a torque chain is used.
We can say that xDrive is a set of several mechanisms and the interaction of electronic control systems. For example, in addition to the already named dynamic stability control system, the DTC traction control system is additionally used, as well as the HDC descent assistance system.
Such systems help xDrive correctly determine and distribute the load on the axles of the car, while maintaining full control without driver assistance. As you know, in such cases, at the slightest human factor, an error can pop up, and this can lead to unpredictable consequences.
All these systems are interconnected using ICM (Integral Vehicle Chassis Management) and AFS (Active Steering). Thanks to this interaction, the driver will fully feel the dynamics of the car and be confident in every movement of the steering wheel.
How xDrive works
The main task of xDrive can be called good off-road traction, driving on slippery surfaces, passing sharp turns, parking and starting off. This is not yet a complete list where xDrive can help, as the automation itself calculates the axle load and torque distribution.
As an example, consider a few induced situations. Starting off, under normal conditions, the clutch will be closed and the xDrive torque will be distributed in a ratio of 40% to the front axle and 60% to the rear axle. Thanks to this distribution, the thrust is evenly distributed around the entire perimeter of the machine. There will also be no wheel slip, which means that tires last longer. When the car reaches a speed of 20 km / h, xDrive torque will distribute according to road conditions.
When going through tight corners at speed, the xDrive situation is proportionately different than pulling away. The load will be on the front axle to a greater extent. The friction clutch will close with more force, and the torque will be distributed more to the front axle to get the car out of the turn.
To help xDrive, the DSC Dynamic Stability Program will be included, which, due to the braking of the wheels, will change the load on the vehicle's trajectory.
In a situation when driving on a slippery road, xDrive will remove wheel slip, thanks to a friction clutch lock and, if necessary, an electronic center lock. As a result, the car will smoothly pass obstacles and easily get out of snowdrifts or wetlands.
As for the parking situation, the whole point of the xDrive system is aimed at facilitating. Thus, the lock is removed and the car becomes rear-wheel drive, which reduces the load on the steering wheel and front axle. As a result, the driver will be able to park effortlessly, and xDrive will facilitate this process.
There is no difficulty in using new generation xDrive systems at all, since all electronics will decide for you.
Video about the principle of operation of the xDrive system:
All the cons of the BMW 5-Series (F10) 2016-2017
➖ High track sensitivity
➖ Closely in the back row
➖ Problem rain sensor
pros
➕ Dynamics
➕ Comfortable interior
➕ Handling (on good roads)
➕ Economy
The advantages and disadvantages of the BMW 5-Series 2016-2017 are identified based on feedback from real owners. More detailed pros and cons of the BMW 5-Series (F10) with automatic, rear-wheel drive and xDrive all-wheel drive can be found in the stories below:
Owner reviews
Crack of front cv joints (56,000 km) - replacement under warranty. Crack again at 78,000 km, but the warranty is over - the price is 110,000 rubles. It still runs on crackling ones - 143,000 km. Bottom protection - roofing material! Changed, but also torn to tatters. Otherwise, consumption, traction, comfort, handling — excellent.
Review of BMW 5-Series 2.0d (218 HP) AT AWD 2013
Video review
The dynamics are excellent - it accelerates to 100 km / h in 6.5 s. The gasoline engine is not very voracious. I think that 9-10 liters per 100 km on the highway and 12 liters in the city for an all-wheel drive car with a 245-horsepower engine is a very good indicator.
On winter roads, four-wheel drive often helps out. In general, the BMW 528 is well suited for winter operation: the engine warms up quickly, there is a heated steering wheel and front seats.
BMW is a cool car! I really like the strict design, but at the same time comfortable interior. Noise isolation is better than that of the Mercedes-Benz C-class, which also managed to drive a little.
Among the shortcomings of BMW, I note a small ground clearance, and the car reacts very nervously to ruts, so you have to taxi on rough roads. The rain sensor lives its own life, it can easily turn on the wipers on dry glass.
Dmitry, review of the BMW 5-Series F10 2.0 (245 hp) xDrive 2014
I had a chance to drive an Audi A6 3.0d in Europe and have the opportunity to compare. Drive compared to competitors for BMW! It feels like a BeHa with a 2.0 engine outperforms the A6 3.0 due to the latter’s stupid machine, as well as the gas pedal delay, which generally eats up all the driving sensations. BMW is a rocket acceleration and a complete sense of control over the situation, so the leader here is obvious.
Ergonomics and comfort. In terms of soundproofing, the Audi A6 wins, as the wheels on the BMW make a dumb noise, and the engine makes noise at low speed. Ergonomics for BMW is beyond competition. Very handy speed limiter and cruise control.
Of the minuses of BMW, I can note: a dull rain sensor, weak Shumkov, no sound system (changed to Harman) … and probably everything!
Of the benefits: dynamics and drive, ergonomics, low consumption of diesel fuel, interior design.
Igor Novomirsky, review about BMW 5-series 2.0d (184 hp) automatic transmission 2015
We have a basic motor, we, like everyone who wrote reviews, thought that a kopeck piece would somehow pull. But he falls! No, even heaps!!! He's crazy! Even if somewhere the gasoline is bad, the “sport” button will always help out.
Overtaking takes just easily, the engine turns up to 180 km / h quietly. Brakes… Wow those brakes!!! Friend, do you need to stop? Yes, no questions! Easily! That's how the machine answers me! Our gentleman eats very little. In total, 8.5-9 on the highway (I drive aggressively) with SUCH dynamics!
They write that Run Flat tires are tough, but for me it’s very cool. Rut - I don’t notice it ... Pits and bumps - I didn’t hear it either ... Water in the rut? Yes, okay!
Ruslan Zaitsev, review of BMW 5-Series (F10) 2.0 (184 hp) with automatic 2015
Now almost 80 thousand on the odometer, and everything is OK, the car pleases, I love her very much and she still brings me pleasure! Managed to do 8 MOT and 2 warranty repairs. The average cost of maintenance is about 15-20 thousand, plus pads and brake discs. This is probably not the money to say that this car is expensive to maintain. And now for the car as a whole:
1. Ergonomics is just fine. Landing behind the wheel in a buzz. It is easy to choose the settings for yourself (unless you are a giant or a dwarf). Of the minuses: I noticed that the right leg goes numb during long trains (from 400-500 km). I can not connect with the seat, most likely due to my incorrect fit.
2. Average capacity. For a family man, which I am, there is not enough space. The rear seats are more for children. Trunk for two large bags and one small. The stroller is only included in the analysis.
3. Management is excellent. Although in the past Mazda 6 also liked it.
4. Comfortable suspension. Golden mean. Not hard and not rolly. I drive 18″.
5. The build quality is good. I don't see any bugs. In addition to the plastic lining at the gearbox, everything is scratched after 20 thousand. Materials are good quality and pleasant. By 80 thousand, the door card was rubbed in the grip of the handle. I sin on the ring.
6. Profitability. It's just a fly. In this question 5+. Track 6-8 liters (depending on speed). The city is stable 10 liters, no matter how hard you drive. The record so far is 1,008 km on one tank. This is a track at a speed of 120-150 km / h. On average, a tank in the city is enough for 600 km.
7. Dynamics. Here you can argue for a long time. Diesel pulls like a locomotive. Up to 100 km / h you feel comfortable both in the city and on the highway. After 100 km/h maneuvers are harder, but not bad enough.
8. Appearance is super. Paintwork in white with a bang. Although the BMW should be black, white does not harm it.
Review of the BMW 5-Series 520d (190 hp) automatic transmission 2016
Ergonomics of the driver's seat at 5+. Everything is in its place, everything is conveniently pressed and spinning. Rulitsya and brakes are also very good, but very sensitive to the rut. Perhaps because of the different-wide front and rear wheels of the 18th radius, or Run Flat rubber.
Acceleration is confident, but not a rocket: 8 seconds to 100 km / h. Since it is unprofitable to accelerate more than 80-100 km / h in Moscow, the 2.0D dynamics are quite enough for the city.
Headlights are LED with a turn function, but, damn it, very expensive. Pasted on them a film from stones. The sound of a diesel engine is heard only during acceleration, but it does not bother me, but even makes me happy. Internet access and voice control are available. With a Xiaomi smartphone, the multimedia system legalized without problems.
In the "five" there is very little space for things in the armrest and there really is no place to attach a smartphone. It does not fit in the ashtray and cup holder, so it lies on the passenger seat during charging. I also note the not always adequate operation of the rain sensor.
The rear passengers are cramped. In addition to deflectors and a cigarette lighter, there is nothing at the back, but this is such a complete set. Since I drive alone most of the time, I don't care.
Review of BMW 5-series 2.0 diesel (190 hp) automatic transmission 2016
