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旧貌新颜 东风Honda XR-V改款车型试驾

时间:2019-07-15
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首先,在外观方面,在MMC(Minor Model Change,本田的“中期变化”之名)之前,东风本田XR-V的外形已有所改变。这无疑是显而易见的,一目了然进气格栅等。部分形状变化与CR-V的外观相似。同时,添加了各种新的涂料颜色。

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在几种增加的颜色中,最引人注目的是名为“Denning Blue”的新颜色(英文名称:“New Denim Blue”)。与此次添加的其他新涂料不同,“Dening Blue”完全是本田首次应用其生产颜色生产四轮车。它不仅没有在中国本地生产的其他汽车。在全球范围内使用和未使用。这是一个相对罕见的事情。

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如果在本田的量产四轮车中使用任何类似的涂装颜色,那么它可能是目前CIVIC TYPE-R欧洲和北美车型中使用的欧洲风格的“Sonic Grey Pearl”。 CIVIC TYPE-R的日本模型不为选择提供此颜色。然而,与“Sonic Grey Pearl”相比,“Denning Blue”有一点蓝色调,给人一种更明亮的感觉。

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具体来说,这种新颜色是由HGW创建的,也被称为Honda Wiken Wako,本田理工学院的四轮研发中心(Wako),由东风本田协调并在中国进行。经过广泛的研究,开发进行并最终投入使用。

在谈到外观上的变化之后,我开始做生意了。

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与MMC相比,MMC后XR-V的最大变化主要分为两个方面。一是加强框架中的多个部件,提高框架的抗扭刚度和抗弯刚度,并加强框架。该方法是通过引入新的焊接方法来增加焊点的数量和焊接距离,并增加结构粘合剂的使用范围。

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对于经过测试的“220 TURBO”汽车,它配备了比1.5L自然吸气发动机更重的发动机,其定位是为了强调客观性能和主观驾驶体验。除了MMC版本之外,其原因还在于增加了车架的刚性,同时也增加了减震器的压缩和回弹阻尼(均增加了约15%),并使用了更硬的弹簧。

然而,主观驾驶或骑行体验类似于1.5L自然吸气发动机车,并没有明显感觉更颠簸。

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另一方面,新的“1.5L VTEC TURBO”发动机(L15B/T系列)取代了之前的“1.8L SOHC VTEC”发动机;它很受欢迎,可以在更换不同的废气后更换。在加工装置和ECU程序调整的基础上,1.5L DOHC VTEC发动机(L15B系列)继续保留,该发动机符合包括中国国家6B标准在内的国家新规定。

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一般而言,除了在某些测试模式下改进的燃料消耗和改进的排放之外,用“缩小涡轮”发动机替换具有较大排气量的自然吸气发动机通常是“悲剧性的”。的东西。然而,由于之前XR-V中使用的1.8L SOHC VTEC发动机,即使这两款车都是大规模生产的,它们也被认为是相对较旧的发动机。而不是使用1.5L VTEC TURBO引擎,实际上有100个。它没有任何问题。

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XR-V的“220 TURBO”汽车与思域“220 TURBO”的发动机基本相同,后者在国内市场上很受欢迎。发动机主体和使用的涡轮增压器之间没有区别。不同之处主要在于进气和排气系统的设计以及发动机支架设计的不同,具体取决于型号。最大输出功率为177ps/6000rpm,最大扭矩为220Nm/1700-5500rpm。

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Thanks to the help of replacing the new engine, XR-V's "220 TURBO" car has achieved the best push-to-weight ratio in the same class. At the same time, through the improvement of power performance, XR-V is also at the same level. The earlier products were born in the car category, and the competitors who were born later than it had a new selling point in terms of merchandise power.

During the test drive, the driving route included a long section of the continuous uphill section of the narrow mountain road (about 20km). In this section, the XR-V "220 TURBO" was compared to other similar cars or XR-V. The previous 1.5L car or 1.8L car obviously performed better. Even if you deliberately opened the distance from the front car, you can quickly catch up with the accelerator pedal stepping to a depth of about 1/2.

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Under the section of the urban expressway, you can keep the throttle pedal opening low. Once the speed is reduced due to factors such as congestion in front, you can increase the accelerator pedal opening slightly (maybe 2/8). At the opening degree, you can feel the abundance of torque and quickly restore the speed of the vehicle, so it can be said that it is very easy to drive.

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However, the "LL-CVT" transmission developed and produced by Honda is quite well matched, and it has a "rhythm" that can better control the speed in the driver's hope. For example, when the above-mentioned continuous uphill section of about 20km is used, even if the "S block" is not used, the XR-V 220 TURBO is also happy to keep the rotation speed at a relatively high position, instead of saying that the driver is required. It is the deep pedal pedal reminding her to increase the speed to maintain the driving force.

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xxFinally, in short, the first advantage of the "220 TURBO" car that was born with the MRC of XR-V is undoubtedly its dynamic performance. Whether it is the peak output or torque, or the thrust-to-weight ratio, it is the best level of the same class of car, the abundance of low-speed torque and the relatively "obedient" transmission, for a small or subcompact size SUV is very suitable. Coupled with the slight change of the shape and the freshness of the new paint colors, it is quite old-fashioned. The new XR-V can be said to be the MMC of Honda's many locally produced models in recent years, the most reminiscent of the MMC.

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