Elk test: Camry > Accord >Regal >Artz >Magotan
After the test is completed, we think that ranking only according to the passing speed can’t really reflect the dynamic feeling when actually saving the car, so our final ranking isAccording to the test speed, control difficulty and performance stability of the elk, the performance of the five cars is ranked (from good to bad), in turn: Camry, Accord, Regal, Artz and Magotan. (gif only demonstrates the effect, not the final grade)
Toyota Camry
The name Toyota is really easy to use. Such a huge company, after Akio Toyoda took office, "changed lanes urgently", trying to pull the car out of the inertia of mediocrity and moderation and become dynamic and interesting.
The new generation of Toyota, whether it is a car or an SUV, whether it is an entry-level or a more luxurious existence, emphasizes the low center of gravity design. The low center of gravity not only brings a short and ugly appearance, but also evokes Toyota’s long-lost sports tonality. With regard to Camry’s elk test, we analyze them one by one: First of all, when entering the driver’s seat, the subjective feeling seems to be that the sitting position is not as low as blowing, which is the visual deception brought by the low window line design. Turning a word, even if Camry has a good vision, it still can’t stand the pressure of the wide front on the driver in the test. If you want to make full use of the width between piles and cylinders, you really need to adapt to it for a while. Secondly, Camry’s steering, from the left to the right, is more than two and a half laps, and the steering wheel rotation range is the largest among the five cars when changing lanes, which are all unfavorable factors for Camry in the test.
Ok, let’s talk about why Camry can win the first place: the strength of low center of gravity, which is really realized in the continuous line change. With the short and tough suspension and four shifts of center of gravity, it did not leave much memory in the driver’s mind. This leads to the conclusion that the process is fast and the process is natural. In addition, the tires of the Camry were analyzed during the noise test. T005A, a calm person, knows from the size of the tire block that this is a sports tire under the guise of comfort. With the advantages of chassis and tires, Camry can make excellent achievements easily and stably, with the fastest speed of 69.9km/h (my colleague said that I didn’t use up the distance between piles when I entered the pile, but this car is really difficult to judge the width).
PS: Camry’s ESP calibration is very conservative. When approaching or reaching the tire limit, ESP leaves little room for the driver to operate, and directly adjusts the body dynamics to understeer.
Honda Accord
Unlike the old models, the 10th generation Accord decisively endowed itself with a sharp driving style and began to become moderate. The change of personality is a stress reaction made under the pressure of the times. As a car review, it is impossible to judge whether this phenomenon is good or bad, but before the elk test, the expectations of the tenth generation Accord were lowered.
Although the new Accord is pre-conceived, the Elk is the first to test, and the Accord is still trying to save its image, eager to expose the remaining sharpness in its bones. The steering of the new car is only a little more than two laps from the far left to the far right. Even if the tenth generation models inherit the turning radius of the old 5-meter wheelbase, with the faster steering ratio, the overall level is still there. According to the reaction from the first direction, the Accord is very neat, or it can be said that it is the most neat of the five cars. It’s just the lack of heavy and rapid centering feel similar to hydraulic steering on the 9th generation models. When changing lines continuously, I lack absolute control over the direction of the front of the car.
Second, the Accord suspension has softened and turned into a car with higher driving quality. At this stage, many Honda cars have experienced similar changes when they are replaced. Both Accord and Civic use short suspension stroke to cope with this change. In the continuous line change of elk test, short-stroke suspension can quickly complete contraction and rebound, thus providing a stable lateral posture for the car body. The adjustment and calibration of the whole chassis and ESP give the driver full autonomy, and even in the second direction, he can feel the slight shaking of the rear of the car to assist in cornering.
Third, the top model of the 1.5T Accord uses Michelin 3ST tires. This brand is really famous for its fuel economy and silence. In the extreme case that the tire temperature is high enough, the character of this tire can suddenly be biased towards semi-hot tire melting. In our tests over and over again, the Accord’s ultimate performance showed a strong positive correlation with the tire temperature, from the initial 65km/h to 68.8km/h, and finally a 72 km/h was obtained (the 72 km/h performance was quite exciting on the ground that was dry after the rain).
Buick Regal
1.5T Regal, I don’t like it very much, because the new generation models, especially the 1.5T version, feel a little Mercedes-Benz when driving. This is not a compliment, mainly two different brands, which are common on the issue of loose frames. The tightness and sportiness of the old models disappeared in the new car; Instead, it is a long suspension stroke and a comfortable style. If we only combine the impression of ordinary road test drive, we will not give high expectations to Regal’s elk test results.
Ok, here’s another reversal. Who would have thought that Regal was the widest of the five cars tested by comparison? You won’t feel that way when you look and drive. Walking between piles and buckets, I even think that the size of Regal should be smaller among several cars. Relaxation or stress-free is the first feeling Regal gives drivers in the elk test.
Secondly, the Buick brand has been greatly lightened recently. The curb weight of the 1.5T Regal is only 1430kg, which is a figure that has an advantage of about 100kg over competing products. Dynamic adjustment, Newton’s first law is the natural enemy of all engineers, and lightness is an effective means to solve this contradiction. Therefore, even though the support of the Regal chassis is soft, the posture of the car body is light and clear during the change of center of gravity, and the driver can feel where the car is near the limit.
Third, Regal’s steering feel is the best among several cars. The feedback is very similar to hydraulic power steering, and the steering wheel twists with a sense of weight and accuracy. Regal ran 67.8km/h in the elk test. If the media borrowed from the 4S shop tested the car and the tires were not so hard, this figure could go up. What needs to be praised by name is that Regal is the clearest and easy to control among the five cars.
Mazda artz
Well, at last, we have arrived at the highly anticipated Artz. The purpose of pulling Artz in this review-you guessed it right-is entirely to rub its heat.
Let’s get down to business and talk about Artz’s driving experience in the elk test. This is a car with rich body dynamics, especially the second steering, and the rear of the car is very actively thrown forward. This kind of feeling that people and cars tease each other is very interesting. The second is steering. If you just drive normally, you can’t perceive Mazda’s adjustment skill in this single item. The big empty position in the middle seems to be no different from the grocery cart, but when you push Artz to the limit, the feeling of lightness and accuracy is coming to the fore. Finally, regarding the suspension, touching my conscience, Artz’s chassis is also comfortable, even with a 19-inch tire, it doesn’t feel bumpy. As far as suspension travel is concerned, Artz is not shorter than Regal. However, Japanese BMW has adjusted its sense of movement on a not-so-solid foundation. This BMW is not called for nothing.
In the elk test, Artz ran to 68.1 km/h. Not too high, even if you change a set of tires with better grip, it won’t go any faster. Because the development of this car-whether ESP calibration or suspension adjustment-is fun first, and the test results are second.
Volkswagen Magotan
On the first night of the elk test, I sat down with my friends for dinner and chatting, saying that maybe Magotan could get a good result, after all, it was a German car.
As soon as I got started the next day, I expressed deep doubts about this conjecture. Sitting in the driver’s seat of Magotan, the square front gives you a good view, but driving this car for elk test is always like sitting on the head of an iron box, which makes the body very cumbersome when Magotan is doing intense movements.
The second point is the fuzzy steering. Although it doesn’t have as many laps as Camry, it has no sense of direction and feedback. The third point is that there is no elastic suspension. When you drive a Magotan on a normal road, you will feel that its chassis is hard and tough. When you arrive at the venue, you will feel a 180-degree reversal subjectively, and you can’t correctly perceive how much its suspension stroke has been compressed, how much margin it has left, and where it has rebounded. Driving Magotan to do elk test, to sum up, who am I, where am I, and what am I doing driving? There must be no way to achieve good results in a state of arrogance. Magotan only made a speed of 60.1 km/h. After trying several times and getting familiar with Magotan’s anodyne personality, I made a best score of 63.5 km/h.
PS: Magotan’s ESP calibration is the most active among the five cars. In the first direction, ESP will give a relatively strong brake, one is to reduce the speed, and the other is to shift the center of gravity, reduce the load at the rear and enhance the follow-up of the rear. This calibration method is very common in Volkswagen cars, and the main purpose is "safety", which will not let you cross the line.
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