Since the release of gac trumpchi's second-generation GS8, its popularity has not decreased, and it is still in the first place in the popularity of medium-sized SUV in the E-car app, this time I borrowed the 2.0T two-wheel drive premium version of the highest consumer demand series (priced at 205,800 yuan) to see how it performs in performance and long-term experience?
First of all, let's review the power parameters of the second-generation GS8 fuel version, the maximum power of the 2.0T engine is 185kW, the maximum torque is 400Nm, and it matches the Aisin 8-speed manual transmission.
Regarding the performance test, in addition to the limit test, it also adds the normal acceleration and overtaking performance that consumers want to see more, and restores a more realistic car scene, which is more reference significance.
To this end, I did two sets of 0-100km acceleration tests, which were tested in Sport mode, off ESP, Shadow Rider adjusted to Aggressive Mode and Comfort Mode, ON ESP, and Shadow Rider Adjusted to Steady Mode.
Tested in aggressive mode, the second generation of GS8 can hold the speed to 2100 rpm, the moment of releasing the brakes feels that the power will be discharged partly, the start is not too obvious slippage, the start is relatively slight, and the feeling of pushing back is not very strong.
Compared with the previous test hybrid version of the second generation GS8, the fuel version of the acceleration response will be slightly slower, and the final acceleration time of 0-100km/h is 9.09s.
I think this result did not meet my expectations, after all, other medium-sized SUVs or medium-sized SUVs with the same 2.0T can achieve an extreme acceleration of about 8s (mercedes-Benz GRC is 8.17s, BMW X3 is 7.71s).
The second set of tests is biased towards daily driving, in the case of not holding back the speed, directly stepping on the floor oil, the final acceleration score of 0-100km/h is 9.84s, and the gap with the limit test is less than 1s, from the actual experience, there is no obvious gap between the two body feelings.
Under extreme acceleration, the peak of the acceleration g value only exceeds 0.5g at the beginning, and the entire mid-to-back performance fluctuates slightly around 0.3g, and at close to 90km/h, the g-value has a strong increase, which I guess should be caused by the gearbox downshifting at that point in time.
Starting in normal mode, the fluctuation of acceleration g value is more violent, the maximum can reach 0.7g, and it is not particularly smooth from the speed curve, so I think it should not be particularly perfect in the calibration of the gearbox.
This can also be confirmed from the acceleration schedule, the last 10km/h acceleration in the extreme acceleration takes much more time than the previous time period, and the time interval is more normal under normal acceleration.
In order to see if the powertrain is accelerating enough in daily high speeds, I also did a set of 80-120km/h acceleration tests, driving the vehicle to a uniform speed of 80km/h, and then accelerating directly to the floor oil.
In acceleration, the engine will immediately pull up the speed after stepping on the throttle, but the gearbox downshift is not fast, and it takes about 1s to wait from stepping on the throttle to actually speeding up.
Accelerating from 80km/h to 120km/h in 6.27s is not a particularly good performance, but it is still more confident in high-speed driving.
On the whole, although the parameters of this powertrain are more eye-catching, the actual performance is not outstanding, and the overall tuning is still based on smoothness, so I also recommend that all car owners drive steadily.
For a large SUV that is close to 5 meters and weighs about 2 tons, especially if it is possible to travel with the whole family, the performance of the brakes is particularly important.
In the process of full braking, it can be clearly felt that the brake response is very fast and very crisp, but the vehicle has a significant nodding phenomenon, and the perception in the car is also very obvious, but there is no forward pitch and backward shaking caused by the suspension being too soft.
After multiple rounds of testing, the best braking distance of the second-generation GS8 is 37.17m, which is better than the new Highlander of the same class (the braking distance of highlander is 38.69m, and the Mercedes-Benz GLC is 37.52m).
From the data point of view, the braking force can reach -1.4g at the maximum, and the whole process can be maintained at about -1.1g, and the excellent braking force is also related to the second-generation GS8 equipped with Michelin PS4 SUV high-performance tires.
However, in my daily driving, I found that the softer foot feeling in the initial section matched the stronger braking force very well, and sometimes there was only a slight deceleration but sudden braking heaviness because the braking stroke was not well controlled, and it was not easy to adapt.
However, on the whole, the performance of the brakes is good, that is, a small section before braking needs to be pinched again.
NVH testing is selected to be carried out on daily driving urban sections and highways, and the first and second rows of the second generation GS8 have excellent sound insulation performance, mainly due to the fact that the front windshield and front glass are double-layered soundproof glass, and the 8AT's better gear ratio can minimize the engine speed at uniform speed.
In the case of an outdoor noise value of 39.7dB, the vehicle can do 36.5dB of noise level without idling the air conditioner in situ, which shows that the sound insulation of the vehicle is indeed doing well.
In driving, tire noise is the main source of noise, and in uniform driving, the engine is kept at a low speed as much as possible, with 1500 rpm at 100km/h and only 1700 rpm at 120km/h.
It can be seen from the data that the second-generation GS8 vehicle has better sound insulation and quietness, which is much better than the new Highlander.
Previously, I had conducted a fuel consumption test on the dual engine version of the second generation GS8, the fuel consumption was 6.57L/100km, and I was relatively satisfied with the fuel consumption of the dual engine version, compared to the fuel consumption of the second generation GS8 version, and the fuel consumption of the higher grade 95 fuel was added.
Fuel consumption test uses energy-saving mode throughout the whole process, the air conditioner is a 24-degree automatic gear, the driving road condition is 1/3 for the urban road condition, 2/3 is the high-speed road condition, the whole process is 536km, and the fuel filling capacity is 53.18L.
The average speed of the whole journey is about 60km/h, and the fuel consumption in this case is 9.92L/100km, which is converted into an oil price of 8.33 yuan/L in Guangzhou, which is 8 mao2 per kilometer.
In terms of fuel consumption, the apparent fuel consumption will be much lower than the actual fuel consumption value, and in the case of turbocharged engines are more economical, it is close to 10L/100km Performance is not good, if you encounter congestion road conditions, fuel consumption will certainly be higher.
However, if you look at other 2.0T SUVs of the same size laterally (9.64L/100km for the Lincoln Adventurer, 9.11L/100km for the Volkswagen Tuon), the performance of the second-generation GS8 is still decent. If you feel that this fuel consumption cannot be accepted, the dual engine version will be more worth choosing.
For consumers who want to buy the second-generation GS8, in addition to the cost performance of 200,000 large seven-seaters, it is more important to drive smoothly and sit comfortably.
Here we have to mention the unique shadow rider function of the second-generation GS8 fuel version, which is more like a high-end body stability system, which can control the throttle sensitivity and steering torque for the two-wheel drive version, and add four-wheel drive torque control for the four-wheel drive version.
After a period of feeling, I will share with you the feelings, the three driving modes of energy saving, comfort, movement, control is the engine speed and the logic of the gearbox lift.
The engine speed of the energy-saving mode and comfort mode will not be pulled too high, and the transmission will be more active in gearbox upshift; while the sport mode engine will be easier to reach the high-speed range, and the gearbox will not be easily upgraded.
The shadow rider control of the throttle sensitivity, in fact, in the above three modes and then fine-tune the power output of the vehicle, it can be said that its appearance is used to limit the acceleration g value, the throttle sensitivity is 1, the acceleration is relatively gentle, and the throttle sensitivity is 5, which does not limit the acceleration g value.
This function is more obvious in the starting and rapid acceleration, the throttle sensitivity is 1, whether it is energy-saving mode or sports mode to start very smoothly, there will be no too strong push back feeling in the rapid acceleration; the throttle sensitivity is 5, whether it is energy-saving mode or sports mode Vehicles are relatively channeled.
As far as I have been driving for a few days, it is more comfortable to use the throttle sensitivity of 1 to 3 open in energy-saving mode or comfort mode.
If I had to rate the dynamic performance of the second-generation GS8, I would be able to give 90 points for the overall dynamic performance of the dual engine version, while the fuel version would only have 70 points.
Why? If driving on a road that is not congested, the performance of the second-generation GS8 is OK, but in the face of 15km/h road conditions, the gearbox will still have a slight setback of frequent lifting and lowering gears.
And in low-speed driving, I found that the throttle is not a special heel, there will be a situation where the speed does not come up or the speed comes too much when the power is needed, which does not affect the riding experience, but the driver will be more irritable when driving.
So in terms of longitudinal speed performance, the power performance of the second-generation GS8 fuel version is only qualified, but it is not particularly good to open, if you really want to throttle and heel, the dual engine version is still a better choice.
The filter effect of the chassis I think is more luxurious, small potholes can be handled very clean by the suspension, only tire noise tells you that the road surface is not friendly, and in the face of the manhole cover or speed reduction belt this larger vibration, the suspension system filter is also relatively crisp, the body will not appear excess bounce.
So on the whole, in the case of smooth roads, the second-generation GS8 fuel version still has a good smooth performance, but the performance is more general when congestion. However, the excellent chassis and NVH performance make the passengers sitting in the car more comfortable. To sum it up in one sentence: it is more comfortable to ride than to drive.
After 10 days of in-depth experience, I think most of the features of the second generation GS8 are very useful, but there are still a few minor flaws that I hope to solve in the subsequent upgrade.
As the two large screens with the most intuitive human-computer interaction in the car, it is particularly important to display what to do.
In the state of opening adaptive cruise, the instrument will automatically switch to the cruise interface, but the interface is relatively fixed, can not switch the information displayed in the page, want to see fuel consumption or navigation projection screen can only exit the cruise to switch to normal mode.
The second generation GS8 has a lot of easy to use configurations, such as fast recognition speed, better lane centering cruise system, atmosphere light + voice prompt door opening warning, wiper integrated water spray function and other functions.
But there are also a few features that are not very good to use, such as opening the tailgate induction, as long as I stand with the key, the tailgate automatically opens, and I don't want to open the tailgate; the adaptive high beam can't adjust the sensitivity, and it also helps me turn on the high beam in a visible environment.
I am very satisfied with the configuration level of the whole vehicle, if I can optimize some of the configuration logic, so that the configuration is easy to use, I think it will be higher.
Summary of the full text
As a second-generation GS8 intended car buyer, I have great expectations for its performance in all aspects, 200,000, large space, seven seats, high configuration, and enough power are all points that attract me.
In the above aspects, it can almost meet my demands, especially the performance of comfort and technology is more prominent, only in the power part and fuel consumption there is still room for improvement, but this is not tight, after all, the dual engine version can be well solved.
So if you ask me if the second generation of GS8 value is not worth buying, I think it is worth it, how to choose the version, the first push double engine version, if there is a question about the second generation of GS8, welcome to pay attention to: Zhang Qingyun YC, bilibili account: drive it brother!