To say that the highest level is too absolute, we will only talk about the top level, with a standard that is higher than or equal to the mainstream joint venture.
First, the engine:
1, GAC Trumpchi 2.0T engine GDI: This engine code name 4B20J1, mounted on the Trumpchi GS8, GA8, M8, and 2.0T GS4 PLUS, the new GS8 is further optimized, the maximum horsepower is 252Ps, the maximum torque can reach 400Nm, and it can burst out at the beginning of 1750 revolutions. The highest thermal efficiency of 40.23%, not only domestic, but also international is also the top presence.
The most intuitive comparison is that the new GS8 (hybrid) and Highlander, also suitable for Toyota's fourth-generation THS hybrid technology, GS8 body is larger, higher, but can achieve the same level of fuel consumption as Highlander, and the power is a grade stronger! The Highlander zero hundred with Toyota 2.5L self-priming accelerates by 8.27 seconds, while the GS8 zero hundred with GAC 2.0TM accelerates by 6.9 seconds! In contrast, the advantages and disadvantages are clear at a glance. There are rumors that Toyota wants to buy GAC's engines, and has entered the negotiation stage, but it has been rejected by the top level because of concerns about the corporate image, which seems to be not without purpose.
2, BYD Snap cloud 1.5L self-priming engine: This engine, currently the thermal efficiency ceiling of the mass production car engine, thermal efficiency as high as 43.04%, using The Atkinson cycle, the compression ratio reached an astonishing 15.5:1. Equipped with this engine, BYD Qin PLUS DM-i, the official minimum fuel consumption is 3.8 liters per 100 kilometers. The reason why it is officially announced is because this is not the limit fuel consumption data. In the case of good road conditions and good footwork, it is even easy to drive below 3L! Arguably, this car is the most fuel-efficient of the current compact sedans! At the same time, zero hundred acceleration can reach 7.9 seconds, which is both power and fuel consumption.
Of course, there are more than these excellent domestic engines, such as the second generation of Blue Whale Power, Chery's Kunpeng Power 2.0T, the Great Wall's third-generation H6 1.5T and 2.0T, as well as the F7X's 2.0T (biased performance), Mach Power's 1.5T, BYD Xiaoyun's 1.5T... Even the self-research and development motivation of car companies such as Haima and Jianghuai, which have a lack of reputation, is not inferior to the mainstream joint venture level.
In the field of engines, at present, our own brands are completely behind, and can even be said to be the top. On the one hand, it is because we have accumulated a lot of money and concentrated on practicing internal skills, on the other hand, it is also related to the cessation of research and development of internal combustion engines by international car companies. In this case, we caught up.
Second, the gearbox:
A lot of people say that our own brand is a weakness in transmissions, and I don't agree with that view. We are only on the AT gearbox, limited by patent barriers, not much achievement, not yet up to the mainstream level, but there are still products such as Shengrui 8AT, it is not blank. In other ways, we are not weak.
CVT because of structural limitations, friction transmission, so can not withstand large torque, can only be loaded on the low-end model. In fact, there are not too good development prospects. The domesticAlly produced Wanliyang is actually not inferior to The Two Fields at all, and it is much stronger than Nissan's Gat ke.
The mainstream three kinds of transmissions, we actually don't need to be fine, there is a mastery is enough. It is said that the domestic car gambles on the double clutch, in fact, it also stems from the joint research and development and technology sharing led by the state. AT has patent barriers, CVT has no development prospects, dual clutch is the only option, and we have come out of this road.
Geely, Chang'an, great wall, BYD's wet double clutch can all be alone! Durability and even smoothness, not lost to the AT transmission, and the transmission efficiency is significantly higher. Now the Great Wall's 9DCT has also been mass-produced, and the highest level should be the Great Wall.
What needs to be explained here is that it is true that some core components we still need to import, but this should be considered from the perspective of cost, not from a technical point of view. For example, most manufacturers need to purchase BorgWarner clutch pieces, are we unable to make it? No, it's not necessary! We say we want to master the core technology, but which car company has built its own tires? Michelin, BorgWarner, Bosch, they don't build cars, they focus on these parts. There is a specialty in the art industry! A car has tens of thousands of parts, do you have to go from the step of mining and steelmaking to yourself? People concentrate on studying tires and clutch plates, and the things they make are of course more refined, and they have scale advantages and lower costs. For example, BYD has developed ITS own ESP and mastered the core technology, but why buy Bosch ESP? Because it's cheaper than your own production!
In the past, the transmission was only for the engine, because the engine was low torsion and the number of revolutions was narrow, so it had to change the gear ratio through the transmission to achieve the drive of the vehicle to meet different speed needs. I once made an analogy: the engine is inherently insufficient, so it needs to be on crutches, and the transmission is a crutch.
However, now, with the blessing of the motor, the engine is equivalent to an extra leg, and the transmission is not necessary. Inevitably BYD's DM-i, using ECVT power distributor, through the motor to adjust the speed, so that the engine almost constant number of revolutions output. On this basis, there are also the Great Wall Lemon DHT, two-speed reducer structure, Geely Lei Zhi Qing DHT Pro three-speed shift, Chery Kunpeng DHT, three gears, and more than 11 in the combination gear. In the field of hybrid transmissions, we are leading the way across the board.
Third, the chassis:
The chassis is not a component, it is a system engineering, including the driving system, brake system, steering system, transmission system and other aspects, and it is not to say that one or two of the components are technologically leading, the chassis is good. This sentence has been heard by everyone, the chassis is three points of material, seven points of adjustment. And the tuning also has different styles, partial performance, seeking higher control limits, that must sacrifice comfort, and the more comfortable tuning style, the cornering limit will certainly not be too high.
It is difficult to have a very clear standard for the evaluation of the chassis, and I can only subjectively give a direction from the perspective of actual experience. This is really no way to use the brand to say things, we only talk about the specific model.
Han EV: The chopstick suspension, the driving experience is really good, it adjusts to be comfortable, you want to brush the lap speed, the pursuit of the limit, ESP that level can not pass, but the real open up that handy feeling, will give you a strong confidence. The same is true for Han DM, which is smooth and flowing, and can switch between rear drive and four wheel drive, which will leave a deep impression on you after the test drive.
Lynk & Co 02 hatchbake: It and Lynk & Co 03 have both been test-driven, and it feels like the hatchback version of 02 is obviously more handy than 03. Whether it's starting, braking, or cornering, there's a sense of unity.
Saying that Chery chassis is good, I have driven Tiggo 8p and Starway to chase the wind and catch the moon, and did not leave a deep impression on me, it can only be regarded as a middle and upper bar, after all, it is an SUV, and Chery does not have a car that can be handed. SUVs are generally comfortable tuning, and to be honest, I don't feel a particularly obvious gap in the first-line brands.
However, speaking of the highest level of the chassis, I can only vote for BYD e platform 3.0 now. Although there are only two cars, Dolphin and Yuan PLUS, the e platform 3.0 is very worth looking forward to, because of its technical characteristics, the future high-end models will definitely have better performance.
Reason one: the battery is used as a structural part, integrated into the body, and the torsional strength of the vehicle is increased. This is not only an improvement in safety, but also a plus from the perspective of control. Because the electric vehicle does not have a complex transmission mechanism, and the bottom is a large battery pack, the center of gravity is lower, and the counterweight is more flexible, so it will feel more "stable" compared to the fuel vehicle.
Reason two: the quality of the chassis, mainly depends on the matching of various components, such as the driving system, steering system, brake system between the work together to control the posture of the body, so it is a system engineering, and e platform 3.0, to achieve the integration of the vehicle control domain, drive, brake, steering three-in-one, to solve the problem of mutual coordination, take care of the other, in theory, it is easier to achieve the integration of people and vehicles. For example, the dTCS traction control system already equipped with Han EV has a torque response speed of more than ten times that of a fuel vehicle, and can achieve up to thousands of response requests per second, which means that the traction control system can micro-operate the vehicle at such a high frequency, while the fuel vehicle can only operate ten times a second. The gap can be imagined.
Only at present, the e-platform 3.0 has it, but this platform has not yet produced high-end models, and the advantages of the platform cannot be reflected. I have test-driven dolphins, and the agility of the car is indeed vividly reflected, but after all, the car is small, the power is not strong, and it cannot play the advantages of the platform. Therefore, I can only judge from the technical level.
Perhaps, the current chassis suspension structure will be subverted, and the wheel hub motor should be the direction of the future.
Written in the end: We always talk about the three major pieces of the car, in fact, this concept is already obsolete. The engine is replaced by an electric motor, or partially replaced, as in the case of a plug-in hybrid. The gearbox has become less important because of the weakening of the engine's status, and the motor can not need a gearbox, such as the hybrid ECVT. The hybrid-specific DHT, and the current CVT, DCT, AT, are not the same thing at all. The chassis will also have major changes, and the hub motor is likely to look forward to all the chassis structures now, and there will be an iterative upgrade at that time. (You can make a U-turn and move laterally).
Therefore, foreign car companies, the advantages accumulated in the field of fuel vehicles have been offset, and there is no need to worship the so-called foreign technology, we have found another way in the field of new energy and achieved curve overtaking.