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<\/a><\/p>\nOur test Haval H5 has been freezing in the dealership parking lot for about 20 degrees below zero for three hours now. That is, in the cabin, as well as on the street, two dozen “celsius” frosts, the engine is a little warmer – the cast-iron block keeps heat for a long time.<\/p>\n
A powerful battery (62 a \/ h) confidently turned the starter, the 150-horsepower turbo engine came to life literally from half a turn. There were no problems starting in the cold. Warming up. The arsenal of heating means is the minimum required – dual-mode (on \/ off) electric heating of the front seats, which is activated by pressing the corresponding keys on the center console under the armrest.<\/p>\n
Plus, single-zone climate control, capable of heating the interior to +31 degrees and blowing warm air on the windshield. Plus, electric heating of rear-view mirrors, aft door glass, wiper “parking” zones.<\/p>\n Five minutes later, the antifreeze temperature arrow froze from the lower risk and slowly crawled up. The cast-iron cylinder block cools slowly, but it also does not heat up at lightning speed – and since heat is blown into the cabin by degrees taken from the engine, then inside the car, by no means, not Africa, when winter Siberia is outside. In general, the heating of the cabin did not impress with its efficiency<\/a>. However, in the vast majority of cars that are not equipped with autonomous heaters, the picture is identical in frost.<\/p>\n We turn on the internal airflow circuit and increase the intensity of heating the engine with revolutions – that is, we advance to the test route. And after a few minutes the climate in the cabin returned to normal. At this point, it makes sense to return to the external ventilation circuit so that the windows stop fogging and breathe fresh air.<\/p>\n The route is the same as in the summer – “The Road of Disappointment”, and the car is the same, except that it is changed into studded Nexen Winguard winSpike. They allow you to confidently move on frozen asphalt, not noticing much difference in traffic in the city and highways in opposite seasons. That's just noisy more audible summer wheels. Haval H5 in winter, just like in summer, holds its course well, the suspension also resiliently works out potholes where they are not covered with ice.<\/p>\n We move down from the asphalt to the fact that in summer it is soil, and in winter it is rolled and rolled snow. Here, the confidence of maneuvers is provided, among other things, by the anti-lock braking system and the switchable (you never know) ESP. The concept of the test is similar to summer off-road, adjusted for seasonality: we are looking for virgin snow, we crash into it on a monodrive, as soon as we get stuck, we switch to the all-wheel drive mode, then we try a lowering, then… The tractor is on duty 15 minutes from the test field and is waiting for our call, if what.<\/p>\n But practice diverged from theory literally at the very first meters of virgin snow. Haval H5, even on a monodrive in shallow (up to 15 cm) loose snow, categorically refused to get stuck – where we planned to switch to 4L, it confidently plowed the snow even in 2H mode… That is, with the standard task of running over swept meter ice in pursuit of elusive flocks of pike perches Ashpyaty cope effortlessly.<\/p>\n We complicate the task by descending into a lowland – here the snow is already deeper – within the geometric cross-country ability of the test SUV, and the underlying surface is wavy – all four wheels can not always catch on the ground disguised by snowdrifts. By the way, the Haval H5's patency parameters are not outstanding, but not entirely funny either: ground clearance is 204 mm, approach\/departure angles are 24 degrees, and the elevation angle is 50%.<\/p>\n Moderate off-road required the inclusion of all-wheel drive. The 4H mode on the Haval H5 is electronically connected. You can do this on the go at speeds up to 15 km \/ h by simultaneously pressing the clutch pedal and the 4H button. But at sub-zero temperatures, this method may not work, so it is recommended to stop. And since we have very subzero temperatures, we definitely slow down and, by the prescribed manipulations, light up the 4WD icon on the dashboard. After a couple of seconds, the ESP automatically turns off.<\/p>\n Let's go. And we have not yet experienced any tangible problems with moving through untrodden terrain – our Ash-fifth rushes like a tank, – measuredly, confidently, periodically diving into the next snowdrift with its bumper – only jets of snow from under the wheels scatter. In general, we are running at an even pace across the virgin snow, swaying on the waves of the landscape, without noticeable slips and stops, periodically clicking something in the chassis of the SUV's body. With all-wheel drive on the Haval H5, you can accelerate to 80 km\/h, but we chose the terrain for such high-speed exercises is very unsuitable – it\u2019s good if you pulled out 15-20 km\/h.<\/p>\n And when the terrain became frankly unsuitable, they switched to the 4L low gear mode. There was no particular need for this – Haval H5 categorically refused to get stuck in dry snowdrifts even at high speeds – but you have to try.<\/p>\n 4L can only be switched on when the vehicle is stationary, with the clutch depressed and the gear lever in neutral. The “head” of the car thinks for a while – turns off the 4WD light, but then restores the indication of both turning on the all-wheel drive and turning off the ESP. In general, the H5 moves from mode to mode not at lightning speed – you have to wait a bit.<\/p>\n It rides on a lower gear more powerful, a little noisier and without much doubt that it will pass anywhere. Yes, – this, of course, is not entirely true – for any regime there are limits to passability, but we did not come across them. And so the feeling of permissiveness behind the wheel of the Haval H5 SUV quite legitimately took possession of the crew. And they were in no hurry to leave when almost all the planned test runs were successfully completed without the slightest sign of getting stuck.<\/p>\n And what about blocking based on test results? The Haval H5 does not have a center differential lock. There is a forced (hard) connection of the front axle, there is no locking differential between the axles.<\/p>\n What about interwheels? The version spread by couch bloggers about the presence of blocking imitations in the H5 was not confirmed: as if ESP, when it suspects a slip, something active slows down there, and redistributes it into something passive. But allegedly only in 4H mode, and get out on a low gear as you like. Firstly, it is illogical, and secondly, we observed with our own eyes the ESP shutdown when the front axle was connected – no difference H or L.<\/p>\n But couldn't we have surfed medium-heavy off-roads without blocking at all? Why, and something there clicked in the area of \u200b\u200b\u200b\u200bthe rear axle, and seemed to be leaning after overcoming problem areas… But these are signs of the vital activity of the self-block. Does Ashpyaty have a self-locking rear axle differential? How to check?<\/p>\n We find a suitable bump, we drive into it in 2H mode so that one of the rear wheels is hung, and the second is slipping, and we observe… By gently pressing the gas pedal, it is impossible to get out of this ambush – the front wheels are motionless, one rear one hangs, the second stupidly turns in a slippery snow porridge. But if you turn on the gas harder – so that the slipping wheel spins more intensively, then a characteristic rustle is heard and the hanging wheel begins to rotate along with the one that is still sawing snow in search of soil. There is an automatic blocking of the wheels of the rear axle. With a difference in rotation speed of 100 rpm.<\/p>\n What was required to be proved: Haval H5 is equipped with a mechanical self-locking rear axle differential, which in no way depends on the selected drive mode or on the ESP sensors. And this SUV in Tula does not have any other useful off-road differentials, nor their imitations.<\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n