It seems that no one has ever cared whether a car is really easy to drive (pay attention to distinguish between "easy to drive" and extreme performance), at least from the marketing point of view.
In fact, this is also very understandable. What are the selling points of "easy to open"? This is so painless. However, it is undeniable that the "good driving" that marketing departments and consumers selectively ignore is not something that every car can do, and even most models may not be able to do.
Therefore, the slogan of Tiggo 5x High-Energy Edition (hereinafter referred to as "High-Energy Edition") is "Open Intelligence", and I still like it by returning to the essence to promote it. Of course, what you said is good, but how to do it depends.
Static: Is the high-energy version "smart" enough?
Sell it first, and then we'll talk about the rest. Let's first see if the high-energy version is "smart" enough.
The so-called "smart" is nothing more than that set of things in the central control locomotive does not support networking and voice. Obviously, a media teacher in my car at that time had high expectations for the high-energy version of "intelligence". Because there is not much snow on the top of Yulong Snow Mountain outside the window, media people naturally use the habit of communicating with some Internet intelligent voice assistants and ask "Hello tiger, what is the altitude of Yulong Snow Mountain". But in the end, I only got a fancy apology from Little Tiger.
In addition, there is a publicity that seems to me to be a bit too "big-fanfare". Known as "the only mouse-type dual-mode electronic gear lever at the same level", it is an electronic gear lever as its name implies. I'm also curious, will you really decide to place an order because of this configuration? Or how much impact does this configuration have on your purchase of a car with a class of 80,000 yuan? Welcome to discuss in the comments section.
In addition, there are some minor bugs in the calibration of this electronic lever (actually, strictly speaking, it is not a bug), which needs to be familiar with. Because this lever has only one stroke (it can only be pulled to the bottom or pushed to the bottom, and there is no middle half gear), and there is no lock button to unlock it, so it must enter neutral before cutting into D or R gear every time. That is to say, you must be familiar with the operation of "two-handed gear shifting" whether you start with ignition or move back and forth in the garage, otherwise it will cause the danger of automobile slipping in neutral. (This logic also exists on Lexus models. )
Next, let's talk about whether sit-ups are comfortable. The high-energy version is equipped with four-way steering wheel adjustment (but the tiggo 5x low-profile version of the high-energy version series is not), indicating that the manufacturer knows the meaning of this thing. When I adjust my sitting position to the lowest position, the steering wheel can be pulled out to a more natural position that I can reach.
The front seats are generally comfortable, but the biggest problem is that the cushions are short and narrow, which will have a feeling of pushing people up and out, lacking a sense of sinking and centering.
In the central control part, the good aspect is to separate the air-conditioned area for blind people to exercise, but the problem is that the material of this touch screen is too reflective and the backlight brightness is low, so when the outdoor light is very strong (such as Yulong Snow Mountain), you can't see where the buttons are.
The space in the back row is not particularly large. Due to its size level, the ergonomics of the seat needs to be sacrificed to a certain extent, resulting in a slightly steeper backrest angle and a slightly larger upturned cushion angle, so that it does not stretch when sitting inside. However, this is a problem of the entire small SUV level, and the high-energy version is still possible.
Dynamic: Is the high-energy version good enough?
It seems that the static performance is not perfect, so let's see how it is open. In fact, to sum up, although it is not perfect in all aspects, it is really good compared with its even higher price.
The powertrain is a combination of 1.5T naturally aspirated and CVT (this is the biggest hardware difference compared with the non-high-energy version), with good ride comfort and responsiveness and good absolute power level. Although the torque when starting at a low speed is a little radical, which makes people feel a little impulsive and will jump a little, and the zero acceleration point of the pedal after acceleration is also relatively deep (that is, there is a large idle stroke in front), the overall defect has not been concealed.
As long as you have no outrageous demand for exquisiteness, the performance of the high-energy version can definitely satisfy you. Especially when the brake is lifted, it starts slowly, and the crawling speed can be controlled freely by the brake pedal. This alone is enough to lift 80% of the dual-clutch gearbox within 300,000.
In terms of chassis vibration reduction, the high-energy version has chosen a more car-like adjustment direction, that is, the overall body follows better and the body swings less, but the vibration isolation is not so much. If the road conditions are good, there are only one or two simple gullies at a time, which gives people a feeling of resilience. However, when encountering a complex continuous bumpy road section, it is obviously more bumpy, and the feeling in the back row is more obvious.
More interestingly, when we were driving in formation on the uphill section, the coach of the first car introduced the main points of the product through the intercom, saying that the high-energy steering wheel was light and more in line with the preferences of female drivers. I happen to have a female media person in my car. She said she didn't like the steering wheel and felt insecure.
After the transfer, open the high version and you will find the problem. In all aspects of matching damping gain and righting moment with speed and angle, steering feeling is relatively small. Usually, a car at this price will increase the righting torque, which will cause a feeling of being eager to righting, but the high-energy version of "nothing" reminds me of another brand that has never calibrated the steering feel-Lectra (what's wrong).
Then, when driving a little harder on the mountain road, the lack of this sense of road is even more prominent. In addition, the steering response is obviously slow, and it is difficult for you to find the position of the front wheel. Even in some corners, it is necessary to make a big secondary correction to straighten the route, and then at this time, it can be clearly felt that the car body is slow by one beat before following up (pay attention to distinguish the steering reaction from the front and rear axle to follow up).
Although it is a bit "super-first-class" to force the Tiggo 5x high-energy version to run up the mountain, it does expose some adjustment problems. But then again, considering the price of the high-energy version, I can't criticize its steering feel. Moreover, there is a simple and silly solution to this problem, which is to increase the overall power of the servo motor and give people the illusion of "stability", although this does not solve the fundamental problem.
Write it at the end
Although you can't see the full praise and favorable comments of this evaluation, I personally recommend you to try the Tiggo 5x high-energy version, which scored 80 points on the strength of key products of small SUVs, and recently 1 10,000 car owners directly reduced the price 1 10,000.
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.