The idea of this test was born almost by accident. There are many cars on the Russian market for which manufacturers allow the use of 92 gasoline. But those who are at least AI 95 are enough. Initially, we wanted to check how the game with fuel affects the impact of engines, continuing our recent experiments with Vesta (ZR, No. 9, 2018). But the results of the first measurements at the professional dynamometer stand of our friends - the AGP Motorsport tuning center - forced us to change the scenario and the composition of the participants: many cars gave out the wrong power that the manufacturer indicates.
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Suspicions were in the air for a long time. We quite often noticed that some of the participants in our comparative tests did not go vigorously according to the declared forces.
The pattern was found very quickly. The lion's share of cars whose engines produce more than 250, but less than 300 “horses” in foreign markets, for Russia receive versions that are deformed to 249 forces. Less commonly, a similar situation occurs with engines with a return of just over 150 hp. So the buyer can significantly save on the annual transport tax - that's the producers and conjure. For example, at Moscow rates for a car with a 249 horsepower engine you need to pay 18 675 rubles, and for 251 “horses” - already 37 650 rubles. Is it really only on the way to Russia from the “herd” under the hood that two or three dozen “goals” are beaten off, or are they taken away only on paper?
Current rates of transport tax in Moscow
Engine power hp |
Rate, ₽ / l.s |
|
71-100 |
12 |
|
101-150 |
35 |
|
151-200 |
50 |
|
201–250 |
75 |
|
over 250 |
150 |
Double standards
Without reference to the mass of the car, engine power is an abstract quantity, but it is it, and not the torque or even the power ratio (the amount of horsepower per tonne of curb weight) that is perceived as a key parameter of the car. She is praised by her friends, and most importantly, the calculation of the transport tax in our country is based on her.
There are two main standards for measuring engine power.
Directly during the measurement it is better to exit the box: the noise in a confined space puts great pressure on the ears. It is more convenient to observe the experiments through the viewing window. Directly during the measurement it is better to exit the box: the noise in a confined space puts great pressure on the ears. It is more convenient to observe the experiments through the viewing window.
Gross power (it is also called laboratory or bench) is determined with the attachment completely removed from the motor. Of course, such power will be higher than real, because the engine breathes at full strength, nothing prevents it. Now the stand standard is not officially banned, but self-respecting firms are not applied, although in the last century it was used in the United States and Japan. However, when you compare the declared power of some oriental models with their real traction capabilities, it seems that some have not abandoned the crafty method. This has also happened in Russian practice.
Boxing in the atelier AGP Motorsport is able to accommodate even large cars. In vain we were worried that the Land Cruiser 200 would not pass in height or enter the motor stand. Boxing in the atelier AGP Motorsport is able to accommodate even large cars. In vain we were worried that the Land Cruiser 200 would not pass in height or enter the motor stand. |
Before starting the test, the car is securely fixed on the stand with cables in front and behind. Before starting the test, the car is securely fixed on the stand with cables in front and behind. |
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We well remember the impressive performance of the ZMZ 406 injection engine in the mid-1990s, which produced 150 hp worthy at the time. with a volume of 2.3 liters. Only later that power miraculously in all official data of the manufacturer decreased to 130 hp. The “missing horses” were precisely the victims of the transition from measuring gross power to net.
The net method is now used everywhere, because it is much closer to real life. The test engine assembly with all auxiliary attachments is mounted on a bench and the readings are taken from the flywheel. According to UNECE Regulation No. 85 and ISO 1585, the ambient temperature should be 25 ° C, atmospheric pressure - 99 kPa. If laboratory conditions differ from the standard, a correction factor is introduced.
The rollers of the Dynomax 5000 AWD stand are motionless, but thanks to several pairs under the front wheels it is possible to put cars with a wheelbase up to 3300 mm long. The computer builds power and torque diagrams from the wheels, adjusting their values to the output power from the flywheel. The drive type of the machine is any, the main thing is that the tires are without studs. To prevent the experimental vehicle from overheating, a frontal blowing system was installed. Naturally, the exhaust hood works. The rollers of the Dynomax 5000 AWD stand are motionless, but thanks to several pairs under the front wheels it is possible to put cars with a wheelbase up to 3300 mm long. The computer builds power and torque diagrams from the wheels, adjusting their values to the output power from the flywheel. The drive type of the machine is any, the main thing is that the tires are without studs. To prevent the experimental vehicle from overheating, a frontal blowing system was installed. Naturally, the exhaust hood works.
Of course, we cannot afford to dismantle motors from cars, but this is not necessary. We’ll shoot power characteristics at AGP Motorsport, where a modern Dynomax 5000 AWD power stand with running drums is installed, capable of accepting even the largest SUVs. Such equipment is needed for evaluating the results of chip tuning and tuning the power plant, and we take characteristics of the stock engines on it. All experimental subjects are from press parks and are charged with fuel recommended by the manufacturer.
Border guards
As you already understood, our choice fell on the model of "borderline" power. These are five cars with declared power in Russia up to 250 hp, which produce significantly more in Europe or the USA. For the "low-powered" Citroen C4 takes off with a 150 horsepower engine, and we start with it.
A few minutes of the anguished roar of the French engine, and indicators are displayed on the laptop screen - the peak fell at 155 hp The 1.6 turbo engine in the Russian specification produces 150 hp, in the European - 165. Apparently, the French retained the original motor firmware. It turns out that the buyer receives a little more than promised!
Mazda CX 9 with 2.5 turbo engine in the performance for Russia should give out 231 power, while in the USA it develops 253 hp. Looking at the laptop screen, we understand: a trend, however! The Japanese crossover blocked the Russian passport data, but did not reach the overseas: 236 hp The third car refused to confirm the emerging pattern. Toyota Land Cruiser 200 with a 4.5 diesel engine with the promised 249 forces gave 244. Everything is fair.
Genesis G70 is sold in Russia with a “turbo four” 2.0 with a capacity of 197 or 247 hp But in the United States, more than 255 “horses” were removed from her. We failed to convince the luxury sedan in tricks: the schedule ran into a peak at 240 forces. Slightly less than claimed, all without cheating.
The last to start the tests were two representatives of Germany. On the Audi A5 and BMW X4 there are two-liter supercharged petrol "fours". The official parameters for them are carbon copy: 252 hp in Europe and 249 hp we have. Which party will they join? No way! If Citroen and Mazda exceeded the declared figures for Russia, but fit into the “original” for France and the USA, respectively, Audi and BMW even left behind German data! The Five produced 260 horses, and the X4 developed a maximum power of 263 hp. A generous gift to the owners!
With a score of 4: 2, those models whose passport data are slightly underestimated relative to real ones win. It seems that some companies really write new engine control programs, while others leave the original software and “draw” the required power only on paper. Judging by the results, this approach is practiced by European brands. And not only in relation to Russia.
Which option did you come across? The answer can be obtained in one visit to the service. The measurement cycle will cost 3000–4000 rubles, but there may be a reason for pride. Well, or for disappointment, the reason for which, if desired, can be relatively inexpensively fixed by chip tuning.
Expert opinion
Sergey Agupov, Technical Director of AGP Motorsport Sergey Agupov, Technical Director of AGP Motorsport When evaluating the power characteristics, the stand initially measures the loss in the vehicle’s transmission by idling out in the most direct gear (with the gear ratio of the transmission as close to unity). Next are working rollouts, the torque is continuously measured during acceleration in the same direct gear from 1500–2000 rpm to the cutoff. Then, over the range of working revolutions, power and torque are converted from wheeled to motor. The calculation is performed automatically by the stand electronics taking into account the losses previously measured by the stand in the transmission of each car. As a result, on the screen we see graphical characteristics of the power and torque of the engine. Often, the indicators are slightly lower than those sold in road conditions or on the motor stand of the automaker. Indeed, despite the presence of a powerful fan for blowing radiators, it is impossible to create a flow of incoming air at the power stand, as at high speeds on the highway. The engine receives less air and produces a slightly lower power. As a rule, the error lies within 5% and is more noticeable when measuring atmospheric engines. |
HOW DO THEM?
The theme of justice in calculating the transport tax in Russia has surfaced repeatedly. The tax in our country is calculated based on engine power and depends on the region of registration. The scheme is not ideal. Engine power is growing continuously, and the mark of “250 hp”, after which the amount of tax soars to the skies, is now easily submitted to any modern two-liter supercharged engine, the carrier of which may not be a premium model.
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More than once the question has been raised about the inclusion of the transport tax in the cost of fuel, which is logical: let the one who drives the most pay more. The first time excise taxes on fuel were seriously raised in 2010, just for the sake of how the authorities promised us to abolish the unjust transport tax. As a result, over ten years, fuel in Russia more than doubled in price, and they forgot to cancel the transport tax …
Meanwhile, in other countries with fees, everything is very simple. In the United States, transportation tax is included in the price of fuel and varies slightly from state to state. The average is 45 cents per liter of fuel. Electric car owners don't pay at all. The lowest rates are in the states of Georgia, Wyoming and Alaska, and the highest are in New York, Washington and California.
In France, there is no annual transport tax. You only need to pay a fee when buying a car, which depends on the power and amount of carbon dioxide emitted.
In Denmark, tax rates are high, and they can be divided into two types - direct tax collection and excise taxes on fuel. Upon registration, the owner gives 105% of the price of the car. If the car is more expensive than 34, 000 kroons (approximately 4, 500 euros), the amount of the fee will be 180% of the cost of the car. In the future, the Danish government plans to abolish benefits for owners of electric vehicles: they are becoming more and more, tax collection is falling.
In Spain, in fact, three taxes. There is a tax paid when buying a car (new or used). Next is the registration tax, depending on the environmental class. And finally, the transport tax - it depends on the region, fuel consumption, as well as on the ecological class. A good incentive to buy a car more modern.
In China, a purchase is paid at a rate of 10% of the price of a particular car. Two years ago, they introduced an additional tax on expensive cars - this is another 10% of the price, and annually. So the fight against "wastefulness" is being waged.
It is very expensive to be a car owner in Japan. It is also logical: the country suffers from a lack of territory. First, in order to buy a car, a resident of the Land of the Rising Sun must provide evidence of ownership of a parking space, which sometimes can cost as much as a car. Secondly, when buying into the treasury is 5% of the price of the car. Thirdly, a one-time payment is made, depending on the mass and volume of the engine. Fourth, the annual transport tax applies. Owners of compact cars pay about 5, 000 yen (a little less than 3, 000 rubles). Owners of SUVs and full-size cars give almost ten times more. That's where the popularity of ultra-compact key cars!
