Test drive BMW M4: animal joys. Purchase of T-Pass at petrol stations and at Mcafe

The fifth generation BMW M3 in the back of a four-door sedan and absolutely New episode Thanks to the efforts of the technical staff of BMW M GmbH, the BMW M4 with a two-door coupe is demonstrating a new and higher level of sports cars capable of delivering driving pleasure not only on closed roads, but also on public roads in everyday use.
Information about the start of sales and the price of the new BMW M3 and M4 will be announced after the premiere of sports cars from Germany in the framework.

Traditionally, for BMW sports cars with the magic letter M on the false radiator grille and trunk lid, the new BMW M3 and BMW M4 are built on the platform of a conventional one and, but are strikingly different from civilian versions, not only appearance, more stylish, sporty interior, but also outstanding technical characteristics.
Let's start traditionally with the exterior design of cars.

Photos and videos with images of the new BMW M3 Sedan and new BMW M4 Coupe make the heart muscle accelerate the rhythm of contractions, it does not matter if you like the smell of gasoline. Just one glance at the products of BMW M GmbH is enough to understand that we are far from simple and ordinary cars, but simply standards of products of the modern automotive industry.

The new BMW M3 and M4 2014-2015, as befits a sports car, look menacing, predatory and aggressive. The original body kit includes powerful bumpers with huge air intakes, splitters and diffusers, side skirts and flared wheel arches.

And how do you like the hump on the hood and the exquisitely amazing shape of the rear-view mirrors, the spoiler integrated into the surface of the boot lid and a pair of twin tailpipes? There is even no doubt that during the development process, new "emki" practically lived in wind tunnels in order to achieve record-low indicators of drag to air flow.

The installation of original bumpers, widening of the front and rear wheel track, tighter suspension led to a change in the overall dimensions of the body of the BMW M3 Sedan and BMW M4 Coupe in comparison with the conventional versions of the BMW 3-series and BMW 4-series.

Dimensions (edit)

As a result, the dimensions of the body of the BMW M3 sedan 2014-2015 are as follows: 4671 mm in length, 1877 mm in width, 1424 mm in height, with a 2812 mm wheelbase and 120 mm of ground clearance.
The external body dimensions of the 2014-2015 BMW M4 coupe are slightly different: 4671 mm in length, 1870 mm in width, 1383 mm in height, with a 2812 mm wheelbase and 121 mm of ground clearance.
The track of the front and rear wheels of the M3 and M4 are identical: front - 1579 mm, rear - 1603 mm with tires fitted as standard equipment 255/40 ZR18 for the front axle and 275/40 ZR18 for the rear on specially developed for versions with the magic letter M forged wheel rims of 18 radius. As an option, it is possible to order larger 19-inch wheels with 255/40 R19 and 285/35 R19 tires.

Thanks to the extensive use of high-strength steel, aluminum and carbon fiber in the body structure and chassis of the new BMW M3 and M4, as well as the installation of a six-cylinder engine, the curb weight of the sports cars is 1520 kg for the BMW M3 Sedan and 1495 kg for the BMW M4 Coupe (data according to the DIN method, excluding driver weight).

It is worth noting that the sedan and coupe from BMW M GmbH boast bumpers, a roof, details in the engine compartment (struts) and even a carbon fiber cardan. The body structure also features lightweight panels and an extruded aluminum subframe, while the forged aluminum suspension arms, winged metal for the bonnet and front fenders.

Salon

The interior of the new BMW M3 and BMW M4 almost exactly copies the saloons of the civilian versions of the BMW 3-Series and BMW 4-Series. Familiar architecture of the front panel and center console, reference ergonomics, comfortable fit and rich equipment with features that provide comfort, safety and entertainment for the driver and his companions, but ... getting into the interior of the BMW M3 and M4 you understand that you are in special cars.

Carbon and aluminum, high quality Genuine Leather and soft plastic, and most importantly the BMW M GmbH logo, placed in almost all visible places (the owner and guests should not forget which legendary car they are in). The letter M flaunts on the side skirts, on the left leg rest area, on the backs of sports bucket seats with integrated head restraints and phenomenal lateral support. In the presence of M-design-style multifunctional steering wheel with three spokes, gear knob, paddle shifters for automatic transmission, classic instruments with white backlighting.
There is no point in talking about the standard and optional equipment available to equip the premium sports BMW M3 sedan and BMW M4 coupe. Bavarian cars are packed, of course, in full.

It remains for us to mention that despite the sports orientation of the beginners, they are able to carry not only passengers, but also cargo in the luggage compartment. The five-seater BMW M3 sedan has a luggage compartment of 480 liters, the four-seater BMW M4 coupe with 445 liters of luggage compartment.

Specifications

The technical characteristics of the new BMW M3 and BMW M4 2014-2015 can arouse genuine interest among ordinary motorists, pride among sports car owners and envy of competitors.

Under the hood is installed an in-line six-cylinder 3.0-liter M TwinPower Turbo petrol engine with two monoscroll turbochargers, direct fuel injection into the cylinders, Valvetronic variable valve timing system, supplemented by the Double-Vanos ( constant change valve timing). The BMW M GmbH motorists managed to achieve a maximum power of 431 hp and 550 Nm of torque, achieved in a wide range of crankshaft rotation from 1850 to 5500 rpm, the engine is able to spin up to 7300 rpm.

As gearboxes, it is possible to install 6 manual transmissions and 7 automatic transmissions M DCT (two clutches and the function of the Launch Control function). The drive is carried out to the rear axle with Active M Differential (capable of transmitting up to 100% of traction to a wheel with a high grip coefficient). Such an arsenal allows you to accelerate to 100 km / h in 4.3 seconds with the mechanics and in 4.1 seconds with the automatic transmission, the new "emki" cover a distance of 1000 meters in 22.2 seconds with 6 manual transmissions and in just 21.9 seconds equipped with 7 Automatic transmission М DCT. Maximum speed traditionally for German cars it is limited to 250 km / h, but it is possible to remove the electronic collar and then the speedometer needle can be driven over 300 km / h, since the scale is marked up to 330 km / h.

Interestingly, the new BMW M 3 Sedan and BMW M 4 Coupe with automatic transmission are not only more dynamic than the manual versions, but also more economical. Further information on fuel consumption, the first figure is for a car with an automatic transmission.
Fuel consumption declared by the Bavarian manufacturer promises to be at the level of 6.7-6.9 liters of high-octane A98 gasoline on the highway and 11.1-12.0 liters in city traffic, with an average consumption of 8.3-8.8 liters per hundred kilometers paths.

And that's not all about the technology of the new M version, there is a fully independent suspension with McPherson struts and double levers in front and with five-link architecture at the rear, now electric power steering with Servotronic function and three settings modes - Comfort, Sport and Sport plus, optional chips - adaptive suspension (Adaptive M suspension) also with three modes of shock absorbers and carbon-ceramic brakes for an extra charge.
8 airbags are installed as standard on the safety guard and weight as assistants for the driver electronic systems: ABS, DSC, DBC, CBC, Active M Differential.

We would like to specifically note that professional racers participating in the DTM (Deutsche Tourenwagen Masters) Bruno Spengler and Timo Glock (Timo Glock ) on the Nürburgring track.

From September 1, 2017, at last, Avtodor and SZKK transporters began to operate on all toll sections of the M4-Don, M11 Moscow-St. Petersburg and M3-Ukraine highways. And from November 1, the WHSD will join the United Transponder program. But does everyone have the same conditions and tariffs? Whose transponder is more profitable? Will transponders really become “universal” for all toll roads in Russia? Let's try to figure it out.

At the end of August 2017, representatives of Avtodor (operator of all toll sections M4-Don and M3-Ukraine, as well as the M11 section bypassing Vyshny Volochok) and the North-West Consulting Company (SZKK, the operator of the section 18-58 km from Moscow to Solnechnogorsk of the M11 highway ) announced that from September the transponders of both companies will work on all toll sections of the above routes. And in October there was news that Western High-Speed Diameter JSC with transponders for the WHSD is joining this program.

It would seem that dreams of a “universal transponder” are starting to come true. But is it really so? Will the owners of the transponders of each of the companies receive the same price preferences? Will there be “other people's” loyalty programs (“season tickets” on the M11 Solnechnogorsk-Moscow section and an additional discount for “bonuses” on the M4 highway)?

Are transponders really universal now?

If you carefully read the press releases of the companies (this can be done and, as well as the recent news about joining the WHSD program), then the optimism subsides a little ... Yes, purely "technically" non-stop passage transponders of both companies, like, must provide on all sections of the routes M4, M11 and M3. In principle, already something, but:

About the operation of Avtodor, SZKK and WHSD transponders on thetoll detour Odintsovo on the M1-Belarus highway companies don't mind. If you read the news in the press in this regard, it becomes obvious that while on the section bypassing Odintsovo “universal” transponders will not work... Negotiations seem to be underway, and they even promise to resolve this issue by the end of 2017, but so far these are just words.

Please also note that for the operation of the transponder from the SZKK and WHSD on M3 and M4, no additional actions are required, but for the operation of the Avtodor transponder on the M11 in the Moscow region and the WHSD, you need to activate the "Interoperability" service in personal account on the Avtodor website or in the mobile application.

What's with the tariffs?

Concerning tariffs, discounts and loyalty programs, then everything is even worse here. So, SZKK promises to the owners of "their" transponders, I quote:

“A discount for users with M-11 Moscow - Solnechnogorsk transponders on the M-3, M-4 and M-11 toll roads (Vyshny Volochek) will be 20% of the fares for travel for cash“

On the way Western High-Speed Diameter (WHSD) Petersburg, with Avtodor and SZKK transponders from November 1, 2017 15% discount.

It is enough to look at the tariffs on the official websites of Avtodor (link), and the WHSD (link) immediately becomes clear that while on M4 and WHSD it remains much more profitable to travel with a "native" transponder - on the “native” transponder Avtodor gives a discount from 30% to 50% on some sections of the M4, versus only 20% for a transponder from the SZKK and WHSD, and on the WHSD with a native transponder there is a 46% discount versus 15% with “strangers”.

And how are things going on the 15-58 km section of the M11 highway with transponders from Avtodor and the WHSD? According to information from the SZKK website, the situation is even worse:

“Discounts on the transponder of third-party operators are not available " ()”

That is, no discounts for travel on the M11 section from Moscow to Solnechnogorsk with a transponder from Avtodor and the WHSD are provided - the tariff is the same as for cash ... Great, isn't it? Thus, the North-West Concession Company once again confirmed its miserliness, I can’t call it any other way ..

Below I give a comparative table of discounts for transponders on different roads (WHSD will be added as news becomes available):

Comparison of discounts on transponders


Toll road	Daily Rate without transponder	Savings with Avtodor transponder	Savings with SZKK transponder	Savings with WHSD transponder
M4 (all sites)	RUB 840	243 r (29%)	RUB 168 (twenty%)	RUB 168 (twenty%)
M11 (Moscow-Solnechnogorsk)	RUB 450-500	No	90-100 rubles (20%)	No
M11 (bypass Vyshny Volochek)	RUB 220	110 RUB (50%)	44 rubles (20%)	44 rubles (20%)
M3 (in the Kaluga region)	RUB 90	RUB 18 (twenty%)	RUB 18 (twenty%)	RUB 18 (twenty%)
WHSD (All sections)	RUB 500	75 rubles (15%)	75 rubles (15%)	230 rubles (46%) *

Will there be loyalty programs with someone else's transponder?

Taking into account the aforementioned regarding tariffs and discounts, it is hoped that any loyalty programs will work on “foreign” roads, on this stage, at least naive.

That is, neither a “subscription” for the M11 Moscow-Solnechnogorsk section for the Avtodor transponder, nor the use of “bonuses” for an additional discount (especially since there is no discount in this case at all) will not work.

So whose transponder is more profitable?

Apparently, it will not be possible to name the conditions for “foreign” transponders equal, or to determine one “most profitable” transponder for any route. It all depends on which parts of the toll roads you use more often, or what travel route you will have in the near future. Here are some examples:

If at the moment “foreign” transponders were already working under the announced conditions, then for all toll sections of the M4-Don highway, we would save(in the daytime, at night we do not drive): 393 rubles one way, or 786 rubles round trip with Avtodor's native transponder(almost 40% of the cash rate) , a with a transponder from SZKK- only 20% savings, or 198 rubles one way / 396 rubles both ways.
For those traveling south from St. Petersburg and captures both paid sections M11 + all paysites M4, savings with the Avtodor transponder increases by 110 rubles one way / 220 rubles both (only for the M11 section bypassing Vyshny Volochok, no savings on the M11 in the Moscow region are added), that is, it will be 503 and 1006 rubles accordingly. But with Transponder from SZKK for this one-way route, the savings will be 198 rubles (M4) + 90-110 rubles (depending on the day and time of day when traveling the M11 from Moscow to Solnechnogorsk) + 44 rubles (M11 bypassing Vyshny Volochok): total maximum 352 rubles one way or 702 rubles round trip.
For everyday trips on the M11 section between Moscow and Solnechnogorsk (for example, to work or to the dacha), it is obvious that a transponder from Avtodor is not an option, since it does not give any discounts on this section (at least not yet).

It is also worth considering the conditions for acquiring the transponder itself. So, you can buy a transponder from Avtodor for 1000 rubles (+500 rubles must be deposited into the account), or you can rent it for 100 rubles a month (starting from the 11th month of rent, the transponder will become the property and rent payments stop). At SZKK, the transponder itself seems to cost nothing, but you have to pay a “subscription fee” in the amount of 50 rubles for each month in which the trips are made, and this subscriber blata is unlimited. Plus, if you lose / break the SZKK transponder, you will have to pay 1000 rubles to replace it with a new one.

Considering the above, the conclusion suggests itself: indeed there is still no universal or the most advantageous transponder for Russia... The choice of transponder depends on your route or the frequency of use of specific road sections. The only thing that can be argued is that for trips to the south along the M4, the greatest savings will be provided by the transponder from Avtodor, even if you have to travel along the M11 section from Moscow to Solnechnogorsk (15-58 km).

For now, I think I will continue to use different transponders at different sites. Because the announced conditions are fake, and not a single transponder ...

Should we hope for future improvements?

In principle, the topic of a Single Transponder for all toll roads in Russia, even if not as quickly as we would like, is still developing. It remains to “connect” to the program of “universal transponders” the M1 section bypassing Odintsovo, so that from a purely technical point of view it can be said that any transponder now works on any paid section.

As for tariffs and discounts, here, to be honest, expectations are very restrained. I would like to hope that at least the “standard” discount for travel with any transponder will someday be the same for everyone. Although, given the exorbitant appetites of the operator of the M11 Moscow-Solnechnogorsk section (15-58 km), the North-West Concession Company (SZKK), which, in my opinion, are significantly overstated compared to Avtodor's tariffs (with the worse quality of the paid section, the number of lanes , illumination, speed limit, etc.) and generally inadequate compared to the "paysites" in other countries (and I travel a lot and can compare!), hopes in this regard are very vague ...

By the way, if you often travel between cities, why not? By using this service, you can save much more on travel than the savings from a transponder!

In conclusion, I would like to know your opinion on the adequacy of tariffs for paid sections from Avtodor and SZKK - I propose to vote below:

Do you think the tariffs for toll sections of Avtodor and SZKK roads are adequate?

The heavy strategic bomber M-4 (3M) was created in the design bureau of V.M. Myasishchev. The cold snap in relations between the former allies in the anti-Hitler coalition, which began immediately after the end of the war, was becoming more and more tense. The demonstration by the Americans of atomic weapons in Hiroshima and Nagasaki forced the Soviet side to speed up the pace of creating its own atomic bomb. A bomb appeared in the USSR soon, but that was not enough - it was necessary to create a carrier capable of carrying the "load" to America, the main enemy in the growing confrontation.

Implementation of such a complex project as creation strategic bomber, could "pull", perhaps, only the A.N. Tupolev. But it would be unreasonable to count only on him in such a vital issue for the country. And then the Soviet leadership remembered the aircraft designer Vladimir Mikhailovich Myasishchev, whose design bureau during the war was engaged in the design of long-range high-altitude bombers, and in February 1946 it was eliminated. On March 24, 1951, a joint decree of the Central Committee of the CPSU and the Council of Ministers of the USSR was issued on the reconstruction of the OKB under the leadership of V.M. Myasishchev with the allocation of an experimental and serial factories. The design bureau was given the main task - to create a strategic long-range bomber (SDB), and set a very strict deadline - 2 years. The progress of the work was monitored at the very top. Perhaps the bottleneck in the creation of the SDB was the engines. Jet engines still had a long way to perfection, but then they had a full set of "childhood diseases": low reliability, resource and traction and high specific consumption.

Nevertheless, less than 2 years later, on January 20, 1953, F.F. Opadchiy for the first time lifted the Myasishchev giant into the air.

At the end of the state tests, although the required range was not achieved, the aircraft under the designation M-4 was adopted by the Long-Range Aviation.

In 1954, its serial construction was launched. The aircraft was produced at the Moscow aircraft plant number 23 in Fili until 1961.

Serially built:

M-4 - bomber with AM-3M engines;

M-4-2 - the same M-4, converted into a tanker aircraft;

3M - modernized bomber (modified wing, tail, fuselage contours, etc.); in parts the aircraft with RD-3M-500 engines was called 3MS, with VD-7B engines - 3MN;

3MD - the same 3M, but modified, equipped with a bar for refueling in the air.

A total of 116 aircraft were built - M-4 and 3M and 10 airplanes - 3MD.

In May 1954, the M-4 bomber was in the lead in the air parade over Red Square.

In the same year, the development of the aircraft by combat regiments began. The first of these was the 1096th TBP 201st TBD in Engels. Later, with M-4 bombers and its more advanced version 3M, they armed the 1230th TBAP of the 201st TBad in Engels and the 40th and 79th TBAP of the 73rd TBad in Ukrainka. The development and operation of such a complex aircraft was not easy and was accompanied by a large number of flight accidents.

In 1959, several world records of carrying capacity and speed on a closed route were set on Myasishchev's planes. The record cars officially, for the FAI, were called 103M and 201M.

On February 27, 1962, a 3M bomber (crew of N.A.Belenkov from the 1096th TBAP) dropped an atomic bomb with a capacity of 320 kt at the Novaya Zemlya test site.

The aircraft was upgraded during operation. One of the main areas of work was to increase the flight range. By the time the Cuban Missile Crisis erupted, 3M could have already launched a nuclear strike on US territory and returned. After its peaceful resolution, the potential to use an aircraft to deliver nuclear weapons becomes a deterrent.

At the end of his career, Myasishchev's planes were converted into air tankers.

March 23, 1994 3MS-2 made its last flight in its history. After that, all machines of this type were transferred to the cutting and recycling base.

Flight performance:

Crew, people 8 7

Aircraft length, m 47.6 48.5

Wingspan, m 50.5 52.4

Engines AM-3A VD-7

Thrust, kgf 4 x 8700 4 x 11000

Takeoff weight, kg

Normal 130,000 135,000

Maximum 180,000 190,000

Speed, km / h

maximum 947 970

Practical ceiling, m 12500 12700

Flight range, km 9020 11870

Defensive armament: remote-controlled installations of twin cannons 23 mm

Since the start of mass production of the American M4 Sherman medium tank, its design has been constantly modernized and improved. Against this background, many modifications of the "Sherman" appeared:

Tank M4 "Sherman" with a 105-mm cannon... One of the most serious alterations in terms of tank armament. Instead of a 76-mm turret, a powerful 105-mm howitzer was installed in the enlarged turret, which was capable of fighting many German tanks, including the Tiger and Panther. On "Shermans" with 105-mm guns, there was no "wet packing"; instead, the ammunition was installed in the so-called. "Dry stacking", that is, in armored boxes in the center of the fighting compartment. The tank arsenal in Detroit produced 800 of these tanks from February 1943 to September 1943.

American medium Tank M4 "Sherman" with a 105-mm cannon

Tank M4 "Sherman" with 105mm howitzer and HVSS suspension. This tank was not much different from the previous modification, with the exception of the suspension. Here, a more reliable HVSS suspension acted as a running gear, which had bogies with double rollers and in it the vertical springs were replaced with horizontal ones. In addition, the suspension had excellent maintainability. From September 1944 to March 1945, the Detroit tank arsenal produced 841 vehicles.

Tank M4 "Sherman" with HVSS suspension

Tank М4А1 "Sherman" with a 76 mm cannon. A standard production tank, but with improvements like the M4A1, M4A2, M4A4 and later M4A3 modifications. American company Pressed Steel built 3396 tanks between January 1944 and June 1945.

Tank М4А1 "Sherman" with 76-mm cannon

Tank М4А2 "Sherman" with a 76 mm cannon. Standard serial tank with improvements of modifications М4А1, М4А5 and М4А3. The American company Grand Blank produced 1,596 tanks between June 1944 and December 1944, while Pressed Steel produced only 21 tanks between May 1945 and June 1945.

Tank M4A2 "Sherman" with a 76-mm cannon.

Tank М4А3 "Sherman" with a 76 mm cannon. Standard serial tank with improvements of modifications М4А1, М4А5 and М4А2. The Detroit Tank Arsenal produced 1,400 of these tanks from February to July 1944, and Grand Blank built 525 tanks from September 1944 to December 1944.

Tank M4A3 "Sherman" with a 76-mm cannon

Tank М4А3 "Sherman" with 76mm cannon and improved HVSS suspension. Standard serial tank with improvements of modifications М4А1, М4А5 and М4А2. The Detroit Tank Arsenal produced 1,445 tanks between August 1944 and December 1944.

Tank М4А3 "Sherman" with 76-mm cannon and improved HVSS suspension

Tank М4А3 "Sherman" with a 105 mm howitzer. Standard serial tank with improvements of modifications М4А2, М4А4 and М4А5. The Detroit Tank Arsenal produced 500 of these tanks between April 1945 and August 1945.

Tank М4А3 "Sherman"

Tank М4А3 "Sherman" with a 105 mm howitzer and an improved HVSS suspension. A standard serial tank with improvements of the М4А2, М4А3 modifications? M4A4 and M4A5. The Detroit Tank Arsenal produced 2,539 of these tanks between August 194 and May 1945.

Tank М4А3 "Sherman"

And here is a good example of comparing the conventional suspension of the M4A1 Sherman tank and the improved (below) HVSS suspension.

Heavy assault tank М4А3Е2... The most interesting modification of the M4 Sherman tank was a compromise tank design that American designers provided at the end of 1943. It was a tank for direct support of the infantry, which at the beginning of 1944 was proposed to be used during the landing of troops in Northern Europe. This solution was proposed after it became clear that the T26E1 heavy assault tank would appear in serial production no earlier than January 1945. And the constructive solution was simple: to increase the tank's armor to 10 cm.At the same time, a new, heavier tank turret with armor up to 10.5 cm was designed, however, it is not clear for what reasons they left the 76-mm cannon. Naturally, the weight of the tank increased greatly, up to about 38 tons. Based on the experience of tankers, modernized tracks with non-removable lugs were installed on the new tank. These paddle blades significantly increased the mobility of the new tank. On rough terrain, the tank could reach a maximum speed of 22 miles per hour. These tanks were produced by Grand Blank between May and June 1944. In total, 254 M4A3E2 tanks were produced, which, as expected, were sent to the European theater of military operations to conduct hostilities. True, the tanks went to Europe without any weapons, since upon their arrival at the place, they received weapons in the form of 76-mm M1 cannons, from the previously destroyed Sherman tanks. American tankers called the tanks M4A3E2 Jumbo (Jumbo).

On the track, the full potential of the rear differential is revealed - you can not be shy with it with the throttle at the exit from the turn, opening the gas a little earlier and literally screwing the car into the correct trajectory. There you can feel how the heated rubber gnaws into the asphalt, knocking down all reflexes and bringing the vestibular apparatus to a boil. Only on the track.

In the city ... No, it's not boring. It's nice to play with gas at traffic lights, drawing the attention of everyone within a kilometer radius. M4 is a talented pet and knows how to be docile. But there is one subtlety that even the engineers at M GmbH have not yet foreseen: this car is designed exclusively for good weather. And in our latitudes this is a problem.

Back to earth

In rain or snow (in the form in which it pours from all sides, mixing with mud), even in a quiet mode, there is too much engine thrust. DSC goes crazy with every start. Moreover, the driving wheels tend to get stuck in a cork even when shifting gears at a speed of 60-80 km / h. Of course, smart electronics immediately "seizes" the moment and aligns the car, but the bestial nature of the M4 shows itself every now and then. During real snowfalls (and I had a chance to test the M4 in such conditions) it is even dangerous to blow on the accelerator. A little overdone - you can stand sideways. It turns out to drive up the hill only with a good acceleration, in tightness - it is unrealistic.

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