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mothercare.com : ISOFIX汽車安全座椅指南

Super(eric.huang.1968)

2019/02/19 04:05:22

發文

#6059692 IP 180.217.*.* 無任何修改 檢舉這篇文章

安全和可靠:我們的ISOFIX汽車安全座椅指南

https://www.mothercare.com/advice-buying-guides-and-services/buying-guides/car-seats/guide-to-isofix-car-seats/buyersguide-ms-carseats-sub3.html

有了這麼多的嬰兒汽車安全座椅法規和規定,你可能覺得像大腦這樣的術語沒有留下像ISOFIX這樣的術語。簡而言之,ISOFIX是在汽車旅行期間保護您的小寶寶安全的最簡單方法之一。我們整理了這個小指南,以幫助您準確理解為什麼它如此重要。

什麼是ISOFIX汽車座椅?

這有點可怕,但調查顯示,超過70%的汽車座椅沒有正確安裝。ISOFIX是一項國際標準,可以安全地為您的汽車安全座椅安裝一塊蛋糕。汽車座椅上的ISOFIX連接器不會系上安全帶,而是鎖定在汽車內置的ISOFIX固定點上。2004年以後生產的大多數汽車都內置了ISOFIX系統,儘管第一款採用ISOFIX連接器的車型是1997年的大眾高爾夫IV。該系統的座椅下方隱藏著金屬條,可直接連接到汽車底盤。如果您向後推一下座椅,您應該能夠看到錨點,這些錨點是金屬的,並且通常旁邊有一個ISOFIX標誌。直接將座椅直接放在汽車上會與寶寶的座位產生嚴重的聯繫,所以你知道他們'

我怎麼知道我的車是否有ISOFIX?

有幾種方法可以檢查您的車是否有ISOFIX點:

  • 在汽車後座的底座和背面之間尋找ISOFIX標籤
  • 輕輕一按你的汽車手冊
  • 檢查您的汽車製造商的網站
  • 進入mothercare並讓我們的汽車座椅顧問為您服務

即使您自己找到了ISOFIX指標,無論如何都要與我們的汽車座椅顧問聊天仍然是個好主意。並非所有ISOFIX座椅都適用於每輛車,因此我們的員工可以根據您的品牌和型號為您提供更深入的建議。您也可以嘗試幾個座位的尺寸。

有幾種不同類型的ISOFIX汽車座椅:我應該買哪一種?

三種不同類型的ISOFIX汽車座椅是:

  • 通用:它們有三個錨點,通常是朝前的。2011年生產的汽車通常具有通用錨點
  • 半通用:這是面向後方的ISOFIX汽車座椅的唯一選擇。他們有兩個錨點一個支撐腿支撐一個頂部繫繩,以保持嬰兒的座位,以防你需要突然停止
  • 汽車專用:這些汽車僅在少數汽車中進行過測試,所以它們只能安全地用於製造商指定的車輛中

為什麼旅行倒退更安全?

根據舊的規定,孩子們可以在九個月後轉向一個面向前方的汽車座椅,但實際上,盡可能長時間將它們放在一個朝後的汽車座椅上更安全。嬰兒與成年人的建造方式不同,他們的小骨頭非常脆弱。他們也比成年人頭腦更大。不,我們不是在談論自我 - 當他們很小時,他們的比例就不同了。如果他們面向前方你需要用力剎車,那麼向前推力會對他們的頸部和脊柱造成嚴重損害。

我可以使用帶有ISOFIX底座的i-size汽車安全座椅嗎?

如果你想'等等,那是什麼尺碼?',你並不孤單。i-Size汽車座椅在市場上相當新。要記住的主要事情是,i-Size汽車安全座椅是根據您孩子的身高而不是他們的體重來確定的。當然,還有更多的東西,如果你想了解更多,請看看我們特別的i-size購買指南。所有i-Size汽車安全座椅均必須符合ISOFIX標準才能滿足新的i-Size標準。進入一家母嬰店檢查您的i-Size汽車安全座椅是否適合您的汽車。

瀏覽我們的i-size汽車座椅系列>

瀏覽我們的ISOFIX汽車座椅底座系列>

我應該注意哪些功能?

面向後方的ISOFIX汽車安全座椅有一個支撐腿支撐,一直延伸到汽車底板。如果您突然剎車,這會支撐寶寶的座位並阻止其傾斜。其他人有一個頂部繫繩,一個可以連接到後座後面的支架的帶子。你不要只把它綁在任何舊的地方,但是會有一個專門用於工作的特殊的,經過碰撞測試的地方。根據汽車座椅規定,自2012年11月以來建造的所有汽車都必須擁有其中一個頂級錨點。您可能會發現一些舊車也有它們。當您的汽車安全座椅正確安裝時,燈光/聲音指示器也非常適合告訴您。

聽起來不錯嗎?瀏覽我們的ISOFIX汽車座椅系列>


C&D最新的RAV4 2.5 AWD測試報告

Super(eric.huang.1968)

2019/02/18 17:14:24

發文

#6059655 IP 180.217.*.* 無任何修改 檢舉這篇文章

https://www.caranddriver.com/toyota/rav4

C/D TEST RESULTS
2019 Toyota RAV4 Adventure AWD
• 203-hp 2.5-liter inline-4, 8-sp auto
Zero to 60 mph: 8.0 sec
Standing 1/4-mile: 16.3 sec @ 88 mph
Top speed (governor limited): 122 mph (195Km/h)
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft-dia skidpad: 0.83 g


最多能乘坐 17 人,Toyota Hiace / Granvia海外正式發表!

Super(eric.huang.1968)

2019/02/18 16:32:01

發文

#6059647 IP 180.217.*.* 修改過1 次 (顯示最近筆修改紀錄) 檢舉這篇文章

2019/02/18 17:46:31

發文IP 180.217.*.*

今年導入台灣的商用車現身,Toyota Hiace 大改款海外正式發表!

2019/02/18 16:20文/記者蘇銘翰    圖片來源/Toyota

日前和泰汽車公布 2019 年台灣新車計畫,其中透露將會導入一款 Granvia 商用車,其實就是在東南亞市場相當受歡迎的 Hiace,並且會是大改款車型,今(18)日 Toyota 正式在菲律賓發表新一代 Hiace,預計就會是台灣販售之車型。

Toyota 今日在菲律賓正式發表新一代 Hiace。圖為高車頂、長軸距版本。

新一代 Toyota Hiace 是專屬海外市場打造的,日本當地仍販售現行車款,採用目前品牌最新的 TNGA平台打造,比起現行版擁有更優異的舒適性,同時安全性、耐用度以及性能方面都有所增強,不僅能應用於商用,日常通勤也相當合適。

新一代 Hiace 將在今年導入台灣販售。此為標準軸距車型。

菲律賓發表的全新 Hiace 擁有兩種車身尺碼,分別為 5265mm、1950mm、1990mm、軸距 3210mm 與 5915mm、1950mm、2280mm、軸距 3860mm,主要是用於載客小巴士、商務需求或物流用途為主,最多能乘坐 17 人

預計導入台灣的版本將採 9 人座配置。

該車分為 3 種車型,分別為 13 人座 Tourism 車型、17 人座 Commuter 車型以及載貨為主的 Van 車型,至於台灣導入的版本,由於法規限制,最多只能提供 9 人座配置,外型上預計也會有所修改,並將由 Hino 商用車部門負責經銷。 

動力方面,預計提供 2.8 升柴油3.5 升汽油兩種引擎,並且具備豐富的主被動安全防護,原廠強調新一代 Hiace 已經獲得 Euro NCAP 五顆星的最高評價,台灣將在今年下半年引進,屆時將在商用車市場掀起一波熱潮。

和泰未來導入Granvia商用車預覽,Toyota大改款Hiace發表 陳慶峰 撰文

https://news.u-car.com.tw/article/45411/%E5%92%8C%E6%B3%B0%E6%9C%AA%E4%BE%86%E5%B0%8E%E5%85%A5Granvia%E5%95%86%E7%94%A8%E8%BB%8A%E9%A0%90%E8%A6%BD%EF%BC%8CToyota%E5%A4%A7%E6%94%B9%E6%AC%BEHiace%E7%99%BC%E8%A1%A8?utm_source=news&utm_medium=list&utm_name=page_1&utm_content=title

今年導入台灣的商用車現身,Toyota Hiace 大改款海外正式發表!

2019/02/18 16:20文/記者蘇銘翰    圖片來源/Toyota

日前和泰汽車公布 2019 年台灣新車計畫,其中透露將會導入一款 Granvia 商用車,其實就是在東南亞市場相當受歡迎的 Hiace,並且會是大改款車型,今(18)日 Toyota 正式在菲律賓發表新一代 Hiace,預計就會是台灣販售之車型。

Toyota 今日在菲律賓正式發表新一代 Hiace。圖為高車頂、長軸距版本。

新一代 Toyota Hiace 是專屬海外市場打造的,日本當地仍販售現行車款,採用目前品牌最新的 TNGA平台打造,比起現行版擁有更優異的舒適性,同時安全性、耐用度以及性能方面都有所增強,不僅能應用於商用,日常通勤也相當合適。

新一代 Hiace 將在今年導入台灣販售。此為標準軸距車型。

菲律賓發表的全新 Hiace 擁有兩種車身尺碼,分別為 5265mm、1950mm、1990mm、軸距 3210mm 與 5915mm、1950mm、2280mm、軸距 3860mm,主要是用於載客小巴士、商務需求或物流用途為主,最多能乘坐 17 人

預計導入台灣的版本將採 9 人座配置。

該車分為 3 種車型,分別為 13 人座 Tourism 車型、17 人座 Commuter 車型以及載貨為主的 Van 車型,至於台灣導入的版本,由於法規限制,最多只能提供 9 人座配置,外型上預計也會有所修改,並將由 Hino 商用車部門負責經銷。 

動力方面,預計提供 2.8 升柴油3.5 升汽油兩種引擎,並且具備豐富的主被動安全防護,原廠強調新一代 Hiace 已經獲得 Euro NCAP 五顆星的最高評價,台灣將在今年下半年引進,屆時將在商用車市場掀起一波熱潮。


賓士 A180L在中國真的100萬(台幣)有找!

Super(eric.huang.1968)

2019/02/18 15:40:32

發文

#6059641 IP 180.217.*.* 無任何修改 檢舉這篇文章

賓士 A-Class 四門轎車在中國真的 100 萬有找!但配備卻很陽春 

https://auto.ltn.com.tw/news/11918/3

2019/02/17 09:50文/記者陳英傑    圖片來源/Mercedes-Benz

賓士的 A-Class 四門轎車,在美國推出約 101 萬元台幣的入門價格。在中國同樣也推出四門轎車版本,入門售價更是壓在 100 萬元台幣以內,然而其配備卻相當不符合賓士這豪華品牌該有的樣子。

中國上市的賓士 A180L,售價壓在 100 萬元台幣以下。

賓士在中國推出的 A-Class 四門轎車,共有 5 個車型可選擇,車長來到 4,622mm,軸距更是達 2,789mm。入門款為 A180L,其中的 L 為中國才有的長軸版本,建議售價從 21.69 萬元人民幣(約 99.96 萬元台幣),可說是相當吸引人的售價。

然而這售價所提供的配備,卻讓人頗為失望,外觀部分,標配竟是鹵素頭燈;內裝部分,雖然有多功能方向盤,但卻無真皮包覆。而且駕駛座以及前座乘客座椅,都是手動調整設計,加熱前座椅則是選配,而賓士近年主打的環景氛圍照明系統,在 A180L 車內也看不到,甚至無法選配。

另外 A180L 也沒有 Keyless-Go 無鑰匙進入套件,僅提供基本定速,無主動車距定速系統。

儘管價格相當漂亮,然而卻有著不符其賓士車該有的配備。

在安全配備上,也無主動式車道維持輔助、盲點偵測、倒車顯影、360 度攝影。就連氣囊配置,都將後座側氣囊列為選配,須支付 3,400 元人民幣(約 1 萬 5000 元台幣),雖然價格壓在 100 萬元以內,但卻只提供相當陽春的配備,與賓士的豪華品牌訴求相當不搭嘎。

動力部分,5 款車型皆採排氣量 1,332c.c. 直列四缸渦輪引擎。其中 A180L 提供在 5,500 轉時最大馬力 136 匹,1,460-4,000 轉提估最大扭力 200 牛頓米的輸出,搭配 7G-DCT 雙離合變速箱,時速 0-100 公里加速為 9.05 秒,極速為時速 218 公里,平均油耗為 100 公里消耗 5.4 公升,換算後為每公升可跑 18.15 公里。


活到老學到老,看看70歲阿媽的甩尾練習

Super(eric.huang.1968)

2019/02/17 21:14:45

發文

#6059595 IP 180.217.*.* 無任何修改 檢舉這篇文章


嚇!93歲老翁開賓士,直接衝進北捷唭哩岸站!

Super(eric.huang.1968)

2019/02/17 20:58:43

發文

#6059594 IP 180.217.*.* 無任何修改 檢舉這篇文章

若車子有AEB應該會停下來吧!?

https://tw.news.appledaily.com/local/realtime/20190217/1519014/

今傍晚5時許,1部由侯姓男子(93歲)駕駛的賓士轎車,在從台北捷運唭哩岸站1號出口對面的大樓地下停車場車道駛出時,疑似誤將剎車踩成油門,直接暴衝向捷運站內,整部轎車直衝上捷運出口台階,開上平台才停下,當場造成車頭半毀,車內安全氣囊全數爆開,車輛零件散落一地,機油四溢,民眾驚呼聲四起,趕緊通報119前來救援,肇事侯男被攙扶下車時,滿臉驚恐,所幸侯男送至醫院救治後,僅有右手臂輕傷,車輛暴衝時未波及其他民眾及車輛,算是不幸中的大幸。
 
警方調查後表示,侯男駕駛的百萬賓士轎車平常停放在該大樓內的地下停車場,其家人就住在該棟大樓內,警方調閱路口監視器時發現,侯男車輛駛出停車場車道時,幾乎沒有減速,一路往捷運站衝去,車輛高速衝向捷運站台階,猛力撞擊讓車輛保險桿、水箱罩、燈罩等零件當場噴飛,警方檢視畫面驚見當時一對夫妻帶著2個孩子正要從車道前經過,車輛衝出時,幸好孩童父親一把將孩子往後拉,才不致發生意外。
 
案發後侯男兒子到場關心時指出,該部車輛平時由父親使用,父親身體很好也經常行駛該路線,從未有任何狀況,質疑該部剛買一年多的賓士新車會暴衝,恐因車輛機械問題,將送至原廠檢修。
 
警方指出,侯男酒測值為零,根據交通部高齡駕駛人駕照管理規定,在106年7月1日後滿75歲(指民國31年7月1日後出生)的長者,每3年都需通過包括視力、辨色力、聽力及活動能力等體檢,並通過「認知功能測驗」或提供「未患中度以上失智症」證明才能換發駕照,而侯男因在新規定發布前即滿75歲,不需體檢或測驗換證,並無違規問題。


發大財了!南非沿海發現石油 儲量達10億桶!

Super(eric.huang.1968)

2019/02/13 23:02:57

發文

#6059413 IP 180.217.*.* 無任何修改 檢舉這篇文章

發大財了!南非沿海發現石油 儲量達10億桶!

2019-02-13 22:39

〔即時新聞/綜合報導〕法國道達爾石油集團(TOTAL Group)在2月7日宣布,公司在南非南部海域發現大片天然氣與凝析油田,保守估計石油量至少有10億桶,這個大發現不僅可能一舉改變南非經濟,甚至造成世界石油產量分布的大變動。

  • 道達爾在南非南部距離海岸約175公里,約1萬8734平方公里海域、在水深200公尺至1800公尺深海的布魯帕達(Brulpadda)探勘區,在油井深度約3633公尺的海床處,發現57公尺厚的油層。(圖擷取自道達爾石油集團官網)

    道達爾在南非南部距離海岸約175公里,約1萬8734平方公里海域、在水深200公尺至1800公尺深海的布魯帕達(Brulpadda)探勘區,在油井深度約3633公尺的海床處,發現57公尺厚的油層。(圖擷取自道達爾石油集團官網)

綜合外媒報導,道達爾石油集團在南非南部距離海岸約175公里,約1萬8734平方公里海域、在水深200公尺至1800公尺深海的布魯帕達(Brulpadda)探勘區,在油井深度約3633公尺的海床處,發現57公尺厚的油層,並成功探勘出凝析油與天然氣;道達爾估計該處擁有5億桶至10億桶的油量,而道達爾總裁派屈克·帕特里克(Patrick Pouyanne)則認為該地擁有高達10億桶石油等周邊資源。

凝析油(condensate)又稱天然汽油,是石油在地底高溫高壓下的一種氣體,並溶解在天然氣中的混合物,在開採油氣的過程中因為離開高溫高壓的環境,而凝結成液化油;不需要跟傳統石油一樣經過煉油廠煉油成為天然氣及石腦油(Naphtha),凝析油只要經過簡單轉化就可能為石腦油,品質好的凝析油用途甚至不會輸給原油。

道達爾石油集團在布魯帕達探勘區擁有45%的開採權,其他則是中東卡塔爾石油公司(Qatar Petroleum)的25%與加拿大天然資源公司(Canadian Natural Resources)的20%,剩下的10%則是南非商人組成的財團Main Street擁有;這個消息也振奮經濟長年停滯不前的南非政府,過去南非雖然也擁有石油,但是蘊藏含量太少,仍必須向外進口石油以供需求,目前南非當局也表示,將對開採礦物與凝析油制定相關規範,並進行立法。


FW: 令人敬畏的輪胎生產制造工藝!

Super(eric.huang.1968)

2019/02/12 15:23:33

發文

#6059344 IP 110.50.*.* 無任何修改 檢舉這篇文章


[網友接龍] 適合長途開車的音樂有哪些!?

Super(eric.huang.1968)

2019/01/24 17:20:09

發文

#6058488 IP 180.217.*.* 無任何修改 檢舉這篇文章

從台灣最北點開車到台灣最南點,大約要5~6個小時(反之亦然),大部分會經過高速公路,各位網友應該有類似的經驗,想想適合長途開車的音樂會是那些呢!?過年開車,也可以提供大家參考參考!!


[FW]2018年汽車銷售排行榜,三大集團都破1000萬輛!

Super(eric.huang.1968)

2019/01/16 16:04:34

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#6058055 IP 180.217.*.* 無任何修改 檢舉這篇文章

2018全球汽車集團銷售排行 http://auto.ltn.com.tw/news/11706/3

1.Volkswagen:10,830,625 輛,成長 2.2%

2.Toyota:10,520,655 輛,成長 2.2%

3.Renault-Nissan:10,360,992 輛,成長 1.3%

4.GM:8,786,987 輛,衰退 2.0%

5.Hyundai-Kia:7,507,945 輛成長 3.2%

6.Ford:5,734,306 輛,衰退 8.9%

7.Honda:5,262,125 輛,衰退 0.6%

8.FCA:4,840,664 輛,與 2017 年相同

9.PSA:4,125,683 輛,衰退 2.9%

10.Suzuki:3,213,143 輛成長 1.2%


[FW]新一代Sentra有望搭載1.3升渦輪增壓引擎

Super(eric.huang.1968)

2019/01/08 15:58:48

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#6057610 IP 27.246.*.* 無任何修改 檢舉這篇文章

Nissan Sentra 大改款身影曝光?有望搭載 1.3 升渦輪引擎

2019/01/08 13:48文/記者蘇銘翰    圖片來源/翻攝自汽車之家

去年 Nissan 推出全新大改款 Altima,與 Toyota 新一代 Camry 競爭,但 Toyota Corolla 也發表大改款,卻遲遲未見同級對手 Nissan Sentra 的改款動作,近日一組全新間諜照在中國曝光,預計就是新一代 Sentra 的身影。

Nissan Sentra 現行版本已經販售長達 6 年,到了大改款的時間點。

從中國曝光的間諜照來看,這輛 Nissan 全新房車的車身尺碼比 Altima 小上一號,再加上 Nissan 產品規劃副總裁 Michael Bunce 也曾透露,新一代 Sentra 將於今年正式亮相,因此這款偽裝車的身分呼之欲出,預計就是全新 Sentra。

近日一組全新間諜照曝光,預計會是新一代 Nissan Sentra,並擁有全新外觀造型。

目前偽裝車仍由大量黑色塑料包覆,許多細節仍無法辨識,但從輪廓上可以發現,新一代 Sentra 將會採用和全新 Altima 相同的設計語彙,車頭換上品牌最新 V-motion 2.0 水箱護罩,搭配銳利狹長的頭燈,將比現行版本更加霸氣。

新一代 Sentra 將會走向運動化的造型。

另外從車頂線條以及車尾設計來看,大改款 Sentra 的風格也會和 Altima 看齊,車寬更寬、車高下降,整體走向運動化,不像現行版本較為中規中矩,車尾下方有望採梯形進氣口設計,讓性能氛圍更加突出。

針對新一代 Sentra 的內裝鋪陳,尚未有相關資訊流出,動力配置同樣沒有曝光,但有望搭載集團最新的 1.3 升渦輪增壓引擎,也就是新世代 Mercedes-Benz A-Class 入門所採用的動力,最大輸出達 160 匹。預計今年秋天就會問世。


Chevron 5W-40 Euro全合成機油6瓶$919

Super(eric.huang.1968)

2019/01/04 16:01:43

發文

#6057412 IP 27.246.*.* 無任何修改 檢舉這篇文章

今天去新莊Costco: 6瓶$919,Chevron 5W40 Euro

原價$1,179-$260折扣 = $919

雖然N年前的歷史低點$899差個$20塊,但VI=171,考慮石油涨幅,$919也夠便宜了!!

 

https://cglapps.chevron.com/msdspds/PDSDetailPage.aspx?docDataId=415673&docFormat=PDF


[推]好超值˙的Pirelli龍胎&PZ4,還送Pirelli三件組!!!

Super(eric.huang.1968)

2019/01/02 19:24:02

發文

#6057258 IP 39.10.*.* 無任何修改 檢舉這篇文章

看到U-CAR倍耐力輪胎2019龍行天下零距離體驗,覺得很超值,推一下!!!

https://am.u-car.com.tw/44833.html

優惠價格包含安裝3D四輪定位5,000公里調胎以及每年定位檢查費用,再贈送Pirelli三件組(內含F1賽車帽、名片式隨身碟、3 in 1手機傳輸線)。


[轉貼]最新AMG A45's 的甩尾模式(Drift Mode)

Super(eric.huang.1968)

2018/12/24 10:11:57

發文

#6056746 IP 110.28.*.* 無任何修改 檢舉這篇文章

熱血聖誕!M-AMG釋出全新高性能掀背鋼砲預告影片

Check Out the Mercedes-AMG A45's Drift Mode in Action

當我們上個月在洛杉磯汽車展上與AMG老闆Tobias Moers交談時,他向即將推出的僅限歐洲的A45艙口蓋上了一些細節。最有趣的一點是增加了專用的漂移模式,可以在Focus RS和公司自己的E63 S這樣的車上看到。現在,由於這個以聖誕節為主題的視頻AMG剛剛放入其YouTube頻道,我們可以看到它這是第一次行動。 得益於獨特的4Matic全輪驅動系統和一些巧妙的ECU調校功能,偽裝的A45艙蓋在相機上完全沒有問題。拍攝了位於德國帕彭堡的ATP汽車測試中心,可以看到汽車剪裁碎石陷阱並以壯觀的方式鋪設黑色橡膠片。從其中一些鏡頭中的汽車轉向角看起來,它似乎與Focus RS很相似,向前後軸發送動力以執行一種全輪驅動滑動。 Moers不會告訴我們系統究竟是如何工作的,所以我們只需要等待A45的官方揭幕就能找到更多信息。雖然這款車肯定沒有以兩廂車形式進入美國,但它可能會成為一款轎車,這意味著我們可以獲得自己的A45漂移模式

When we talked to AMG boss Tobias Moers at the LA Auto Show last month, he spilled some details on the upcoming Europe-only A45 hatch. The most interesting tidbit was the addition of a dedicated drift mode, seen on cars like the Focus RS and the company's own E63 S. Now, thanks to this Christmas-themed video AMG just dropped on its YouTube channel, we get to see it in action for the first time.

Thanks to a unique 4Matic all-wheel drive system and some clever ECU tuning, the camouflaged A45 hatch has absolutely no trouble getting sideways on camera. Filmed a the ATP Automotive Testing center in Papenburg, Germany, the car can be seen clipping gravel traps and laying down dark patches of rubber in spectacular fashion. From the looks of the car's steering angle in some of these shots, it seems to act a lot like the Focus RS, sending power to both the front and rear axles to perform a sort of all-wheel drive slide.


Moers wouldn't tell us exactly how the system works, so we'll just have to wait for the A45's official unveil to find out more. While the car certainly isn't coming to the US in hatchback form, it'll probably make it here as a sedan, meaning we could get an A45 drift mode of our own.


Bob猜Lexus UX 250h會賣149萬元,輸了請100份雞排!!

Super(eric.huang.1968)

2018/12/19 17:26:34

發文

#6056501 IP 39.8.*.* 無任何修改 檢舉這篇文章

https://news.u-car.com.tw/article/44535/

我賭 100 份雞排絕對是 149 萬元!

所以,究竟該不該等 UX 250h,我相信大家看完我的分析後自然有所盤算,我很篤定最後售價一定是 149 萬元。套用最近大家流行的「賭雞排」祭品文,只要最後 UX 250h 售價不是 149 萬元,我願賭服輸,將發放 100 份雞排和 U-CAR 網友同樂!但因為我吃素,所以我希望到時候真的賭輸了,我能找到有做素食雞排的店家……。


MPV殺手!?入門預估售價百萬內,Citroën新一代Berlingo

Super(eric.huang.1968)

2018/12/19 16:08:35

發文

#6056493 IP 39.8.*.* 修改過3 次 (顯示最近筆修改紀錄) 檢舉這篇文章

2018/12/19 16:17:37

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!?

2018/12/19 16:24:17

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

2018/12/19 16:54:26

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

U-CAR應該買一輛當工作車吧!?

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

U-CAR應該買一輛當工作車吧!?


這兩年,輪胎一年比一年便宜!?

Super(eric.huang.1968)

2018/12/19 11:47:18

發文

#6056487 IP 39.12.*.* 無任何修改 檢舉這篇文章

Super的代步車09年Accord前年7月換上F1A3的時候,現金5000/輪到好,年初遇到一樣的店家,現在現金4500/輪裝到好,感覺這兩年,輪胎一年比一年便宜。當然,花紋舊了,競爭者的花紋推陳出新(F1A5明年中即將上市),當然降價是維持市佔的好手段。Super的另一輛15年的森林人,3年多開了3.5萬公里,查了一下18吋的HPM3EP850,大約現金3300/輪裝到好,真的有夠便宜。

不過,聽說VS5 SUV更讚,台灣還買不到。

 

P.S.

2009/8 Accord 3.5V6 225/50R17  94V 或 98W/Y XL: 行駛里程13萬公里

換胎順序ER370->PS3->PS3->F1A3(235/45R17 97YXL)->RE002(短暫)->DriveGuard->F1A3(短暫)->KR41

2015/4 Forester XT-P 225/55R18 98H : 行駛里程3.5萬公里

換胎順序Dueler H/L 400+>?????


[轉貼]北美銷售滿意度調查出爐,亞洲車廠在非豪華品牌慘遭滑鐵盧!

Super(eric.huang.1968)

2018/12/19 08:32:26

發文

#6056472 IP 39.12.*.* 無任何修改 檢舉這篇文章

北美銷售滿意度調查出爐,亞洲車廠在非豪華品牌慘遭滑鐵盧!http://auto.ltn.com.tw/news/11484/3

2018/12/18 12:05文/記者蘇銘翰    圖片來源/各車廠

國際知名的市調機構《J.D.Power》每年都會針對汽車品牌在全球各大市場新車銷售滿意度(SSI)進行調查,台灣方面在今年 10 月已經公布,而北美的排名則在近日出爐,這次最令人驚訝的就是,經常在《J.D.Power》調查中名列前茅的韓系品牌,竟然都排在後段班。

豪華品牌由 Porsche 拿下,擊敗去年冠軍 Infiniti。

新車銷售滿意度(SSI)調查,是從大量新車購買調查資料中進行評分排名,以 6 項構成整體滿意度的關鍵要素來評估新車車主的購車經驗。分別為交車程序(20%)、經銷商設備(20%)、銷售人員(19%)、交易條件(16%)、交車時間(13%)以及銷售主動性(12%)。

這次豪華品牌方面由 Porsche 拿下,獲得 828 分的極佳成績,遠遠高於平均的 804 分,另外緊隨其後的則是 Infiniti 與 Lexus,分別拿下 824 分與 823 分,可見前三名差距不大,都令車主相當滿意。

非豪華品牌是 Mini 奪冠,日系品牌與韓系品牌的表現都不好。

非豪華品牌部分平均分為 771 分,由 Mini 以 798 分佔據龍頭寶座,緊接著則清一色都是美國品牌,分別為 GMC、Buick、Chevrolet 等,反倒是在其他市場都表現優異的日系品牌,僅有 Subaru 一家在平均分以上,其他都低於水準。

除了日系品牌表現不佳之外,最令人意外的則是韓系品牌,在《J.D.Power》的其他調查中,包括新車品質(IQS)、以及新車魅力(APEAL)等,Kia 與 Genesis 幾乎都是前 5 名常客,卻在這次新車銷售滿意度上敬陪末座,可見在售後服務上仍有待加強。

另外《J.D.Power》也指出,此次影響新車銷售滿意度表現的一大關鍵,就是在經銷商與消費者的即時通訊表現上,若經銷商認真使用即時通訊軟體與消費者溝通,會獲得極高的滿意度評價,而豪華品牌在這方面便相當突出,遠遠高於非豪華品牌的表現。

豪華品牌新車銷售滿意度排行榜。
非豪華品牌新車銷售滿意度排行榜。


[轉貼]日產的新VC-Turbo引擎:值得努力嗎?

Super(eric.huang.1968)

2018/12/16 06:57:58

發文

#6056322 IP 27.52.*.* 無任何修改 檢舉這篇文章

日產的新VC-Turbo引擎:值得努力嗎?https://www.sae.org/news/2018/05/2019-infiniti-qx-50-w-vc-turbo-review
2018-05-24 RON SESSIONS

在2016年巴黎車展上宣布,日產的新型可變壓縮比發動機 - 被稱為VC Turbo--至少暫時推動暫停按鈕,推動公司走向完全電動汽車未來。作為KR20DDET全面生產,2.0升VC Turbo首次亮相全新2019款英菲尼迪QX50緊湊型豪華SUV。它將在其第二次公佈的2019年日產Altima應用中獲得相當大的生產規模。

詳見SAE技術論文2018-01-0371,“採用世界首個可變壓縮比技術開發新型2L汽油VC-Turbo發動機”(https://www.sae.org/publications/technical-papers/content / 2018-01-0371 /),VC Turbo可以無限制地改變其活塞行程和有效壓縮比在8:1和14:1之間。低壓縮模式適用於高功率需求和高道路負載條件以及用於巡航和輕載的高壓縮模式。

一些汽車製造商已經探索了VC技術,但卻被成本複雜性可靠性的障礙所挫敗。日產是第一個將其推向道路的人,這是二十年工作的高潮。根據首席動力總成工程師Shinichi Kiga的說法,僅靠風險投資運營所獲得的燃油效率為8%

作為完整的道路到屋頂重做的一部分,新的QX50轉向了一個全新的平台。它降低了之前實用程序的後輪驅動佈局,橫向安裝的VC Turbo取代了縱向安裝的3.7升V6和7速自動變速箱。 VC Turbo與日產JATCO提供的Xtronic無級變速自動變速箱相匹配。前輪驅動和按需全輪驅動均可提供。

橫向動力傳動系統比以前從FM平台G35轎車獲得的縱向動力傳動系統更節省空間。新款QX50與前一版本相比,前後尾部縮短了8.1英寸(206毫米),同時獲得了後座腿部空間和貨艙空間。

汽車工程公司在洛杉磯城市街道,地區高速公路和蜿蜒的馬里布峽谷道路上行駛了一台配備VC渦輪增壓的2019 QX50飛越大約160英里(257公里)。在洛杉磯大部分地區的道路上,小型豪華SUV和盜賊一樣厚,QX50絕對是其中的元素。清晰的油門響應在那裡非常珍貴 - 高度的巴爾乾化道路突然合併,消失的車道,隱藏的交叉路口和整體交通混亂。在額定功率為268馬力(200千瓦)時,新款QX50的峰值輸出比去年的V6降低了59馬力(44千瓦)。但在紅綠燈阻力賽中,扭矩是王道。與奧迪,寶馬,雷克薩斯等競爭對手的渦輪增壓四驅車一樣,新款VC渦輪驅動的QX50在低轉速(1600轉/分鐘)時達到了280磅·英尺(283牛·米)的峰值。它保持在扭矩曲線的脂肪部分達到4800轉/分鐘,從而使其具有健康的中頻和部分油門響應。

0-60英里/小時(0-97公里/小時)的衝刺現在需要大約6.5秒,比去年的模型低約半秒。不是說你覺得被騙了。加速仍然接近2.0升渦輪增壓X3Q5KR20DDET閥芯快速而CVT雖然有時表現出“彈性”質量,但可以毫不拖延地改變比率。發動機在低壓縮模式和高壓縮模式之間的過渡是無縫且透明的。即使您在發動機以高壓縮(動力)或低壓縮(Eco)模式運行時顯示的speedo和tach之間的大部分裝飾性數字儀表,也不會發出任何聲音或觸覺感覺。

然而,當從休息狀態沖壓油門時,存在一瞬間察覺到的渦輪遲滯。感覺可能是CVT皮帶衝到錐體上的正確位置,或者是對油門圖的牽引力控制干預。
新款VC Turbo的聲音與去年的V6咆哮聲不同,雙排氣管(去年的型號只有一個排氣管)的排氣音高一點,並且在上限範圍內。它唱的歌幾乎是意大利語。 2019年型號通過音頻揚聲器實現主動降噪功能,在高速公路上以低轉速巡航時可消除不必要的隆隆聲,並有效增強聲音以強調正面音符。
換擋撥片允許駕駛員在CVT中召喚八個模擬的固定齒輪比。四種可選的駕駛模式 - 標準,運動,生態和個人 - 定製油門和傳動比圖。

效率大提高

為什麼日產會遇到增加壓縮引擎成本和復雜性的麻煩?燃油經濟性。該公司預計,與之前的3.7升V6相比,VC Turbo的QX50燃油經濟性將增長27-30%。本文發佈時尚未提供最終EPA數據,但英菲尼迪估計2019年QX50與AWD將達到24英里/加侖/ 30英里/加侖公路/ 26英里/加侖綜合評級。
26英里/加侖的合計數字僅比美國環保署的總和估計值高出1英里/加侖

Nissan’s new VCR engine: worth the effort?

2018-05-24 RON SESSIONS

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Announced at the 2016 Paris Motor Show, Nissan’s new Variable Compression Ratio engine—known as the VC Turbo—pushes the pause button, at least momentarily, on the company’s journey to a completely electrified-vehicle future. Fully productionized as the KR20DDET, the 2.0-L VC Turbo debuts in the all-new 2019 Infiniti QX50 compact luxury SUV. It will gain considerable production scale in its second announced application, the 2019 Nissan Altima.

As detailed in SAE Technical Paper 2018-01-0371, “Development of a New 2L Gasoline VC-Turbo Engine with the World’s First Variable Compression Ratio Technology” (https://www.sae.org/publications/technical-papers/content/2018-01-0371/), the VC Turbo can infinitely vary its piston stroke and effective compression ratio between 8:1 and 14:1. The low-compression mode is for high power demand and high-road-load conditions and the high-compression mode for cruising and light loads.

Several carmakers have explored VC technology, only to be thwarted by the hurdles of cost, complexity and reliability. Nissan is the first to put it on the road, a culmination of two decades of work. The fuel efficiency gained from VC operation alone is 8%, according to Shinichi Kiga, the Chief Powertrain Engineer.

Crossover showcase

As part of a complete road-to-roof redo, the new QX50 moves to an all-new platform. It drops the previous utility’s rear-drive layout and the transverse-mounted VC Turbo replaces the longitudinally mounted 3.7-L V6 and 7-speed automatic. The VC Turbo is matched to Nissan’s JATCO-supplied Xtronic continuously variable automatic transmission. Both front-drive and on-demand all-wheel drive are available.

The transverse powertrain is more space-efficient than the previous longitudinal one derived from the FM-platform G35 sedan. The new QX50 is 8.1 in (206 mm) shorter nose-to-tail than the previous version, yet gains rear seat legroom and cargo space.

Automotive Engineering piloted a VC Turbo-equipped 2019 QX50 over about 160 miles (257 km) of Los Angeles city streets, area freeways and winding Malibu canyon roads. Small luxury SUVs are as thick as thieves on most LA-area roads and the QX50 was definitely in its element. Crisp throttle response is highly prized there—highly Balkanized roads make for sudden merges, disappearing lanes, hidden intersections and overall traffic chaos. At a rated 268 hp (200 kW), peak output for the new QX50 is down by 59 hp (44 kW) from last year’s V6. But in stoplight drag races, torque is king. And as with competitive turbo fours from Audi, BMW, Lexus and others, the new VC Turbo-powered QX50 reaches its peak advertised 280 lb·ft (283 N·m) at a low (1600) rpm. It stays in the fat part of the torque curve to 4800 rpm, giving it healthy midrange and part-throttle responses.

A 0-60 mph (0-97 km/h) sprint now takes about 6.5 seconds, around a half-second down from last year’s model. Not that you feel cheated. Acceleration is still close to 2.0-L turbo-powered X3s and Q5s. The KR20DDET spools quickly and the CVT, although sometimes exhibiting a ‘springy’ quality, changes ratios without delay. The engine’s transitions between low and high compression modes are seamless and transparent. Even if you peek at the largely decorative digital meter between the speedo and tach that displays when the engine is operating in high compression (Power) or low-compression (Eco) modes, there’s no audible or tactile sensation of anything occurring under the hood.

There is, however, a split second of perceived turbo lag when punching the throttle from rest. The sensation could be a CVT belt rushing to the right place on the cone, or a traction control intervention to the throttle map.
The new VC Turbo has a different voice than last year’s V6 growl, with an exhaust note from the dual pipes (last year’s model had a single exhaust) a bit higher pitched and in the upper rev range. The song it sings is almost Italianate. The 2019 model sports both active noise cancellation working through the audio speakers to nullify unwanted rumbles when cruising at highway speeds at low rpm and active sound enhancement to emphasize the positive notes.
There are paddle shifters that allow the driver to summon eight simulated fixed gear ratios in the CVT. Four selectable driving modes--standard, sport, eco and personal—tailor the throttle and transmission ratio maps.

Big efficiency gain

Why did Nissan go to the trouble of the increased costs and complexity of the variable-compression engine? Fuel economy. The company is anticipating a 27-30% jump in QX50 fuel economy with the VC Turbo compared with that of the previous 3.7-L V6. Final EPA numbers were not yet available when this article was posted but Infiniti estimates that the 2019 QX50 with AWD will achieve a 24 mpg city/30 mpg highway/26 mpg combined rating.
The 26-mpg-combined number is just 1-mpg better than the combined EPA estimates for the 2018 BMW X3 xDrive30i and Audi Q5 and is 2-mpg more efficient than for the AWD 2018 Lexus NX300. Those competitors use turbocharged 4-cylinder engines but without variable compression.

In 100+ miles (161 km) of L.A. metropolitan driving, the 3952-lb (1793-kg) QX50 delivered 24 mpg, mostly operating in the high-load/low-compression mode. So, the real question: How much of the QX50’s fuel-economy improvement is due to downsizing to a 2.0-L 4-cylinder turbo and how much of it is attributable to the variable-compression feature?

While Kiga-san maintained that the VC feature alone is good for an 8% fuel-economy gain, other factors include the move to a CVT and overall vehicle weight savings of about 100 lb (45 kg).
Challenges in optimizing the VC mechanism included machining the central cantilever/actuators that vary the piston stroke, Kiga said. Tolerances are critical, he continued, and that’s one of the reasons the VC Turbo 4-cylinder is assembled at the same Yokohama plant that makes the high-performance Nissan GT-R V6.

The VC Turbo engine requires premium-octane fuel—a surprise to some who might think that the ability to switch to low-compression mode under higher road loads would permit the use of lower-octane ratings.
With Infiniti stating that its products will be electrified from 2021 forward, where does that leave an elegant and complicated mechanical solution to improved fuel economy such as the VC Turbo? It’s a shame buyers can’t see the fascinating workings within this machine that took Nissan engineers so long to perfect. Then again, how many luxury SUV buyers are apt to look under the hood at all?


沒有中央傳動軸的AWD ---Toyota Prius AWD-e

Super(eric.huang.1968)

2018/12/16 05:52:53

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2019 Toyota Prius AWD-e First Drive Review | Welcome to the Snow Belt

JOHN BELTZ SNYDER 

Dec 12th 2018 at 12:35PM

 

 

 

 

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KOHLER, Wis. — Depending on where you live, the unavailability of all-wheel drive on any certain car model could be a deal-breaker. Whether they need it or not, some people refuse to go without, even if they're not concerned enough to switch to snow tires when they set their clocks back an hour in the fall. Having four driven wheels won't make you stop any quicker on ice, but the "AWD" badge on the back instantly adds 15 confidencepower. If the lack of all-wheel drive has been what's kept you from enjoying the impressive efficiency of a Prius hybridToyota has something new it'd like to show you.

Toyota unveiled the 2019 Prius AWD-e at the 2018 Los Angeles Auto Show. With 50 miles per gallon combined, it'll be the most efficient all-wheel-drive vehicle you can buy without a plug when it goes on sale in January 2019. For those who swear by high mpg but want AWD (or vice versa) this is a great thing. The Prius nameplate has been a go-to for those who want a car that's economical both up front and at the pump. Now, those four-wheels-driven stalwarts in the Snow Belt can enjoy similar frugality.

Not only that, but Toyota has listened to the masses and scaled back the visual weirdness for 2019. The updated lighting front and rear makes this car much more approachable. Inside, gone is the sea of white plastic, which simultaneously managed to look both dramatic and cheap. Instead is more palatable piano black plastic on the center console, the shifter surround and the steering wheel. There have been a couple other minute tweaks, such as placing seat heater buttons in better view near the cupholders, and adding extensions to the sun visors. Finally, the Prius adopts the grade naming of the rest of the Toyota lineup – L, LE, XLE and Limited — with the AWD-e version available in LE ($27,300) and XLE ($29,740) trims.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e

Power to the front wheels comes from the same 1.8-liter gasoline-fueled four-cylinder engine as every other Prius, along with a pair of motor/generators, to provide a combined 121 horsepower. Unlike other Prius models that use a lithium-ion battery pack, the AWD-e instead relies on a nickel-metal hydride pack. Toyota says the battery chemistry switch was made in order to provide superior cold-weather performance.

The all-wheel-drive system in this Prius has been engineered to maintain the efficiency customers demand while providing a traction benefit when needed. As such, the rear motor — which supplies just 7.1 horsepower, but a much more significant 40.6 pound-feet of torque — operates independently from the rest of the powertrain. There's no driveshaft to link the rear axle to the gas engine or front motors. It puts equal power to each rear wheel through an open differential with no mechanical torque vectoring involved, and the wheels can be braked independently as needed to compensate.

The rear motor isn't providing power all the time, either. It's always on from 0 to 6 miles per hour, helping to pull away from a stop or through a corner with maximum traction (it works in reverse as well). From 7 to 43 miles per hour, it only engages when needed. It'll also power up in situations where you could potentially lose grip, calculating yaw and speed — say, under hard cornering — to prevent understeer and help keep you on your line. Otherwise the rear motor stays quiet to conserve energy, and the magnet-less design of the motor means it doesn't add resistance when not providing power. That also means that this motor isn't used for regeneration; the front motors handle that.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e
2019 Toyota Prius AWD-e badge2019 Toyota Prius AWD-e

Above 43 miles per hour, the rear motor doesn't activate at all. Toyota says this is not a limitation of the system, but instead a feature or choice in order to provide the efficiency and fuel economy figures Prius buyers demand. As deputy chief engineer of the Prius, Shoichi Kaneko, told us, customers on the colder, snowier Japanese island of Hokkaido were primarily concerned with traction at low speeds, where it could mean holding up a line of drivers behind you at a stop. At highways speeds, the car relies on the same tech as the FWD Prius to provide stability.

"For Prius, obviously, fuel economy is always top of mind," Kaneko-san said through a translator. "And in addition, we've had this secondary target where we want to go expand our base for our environmentally friendly vehicles. Based on that, we wanted to create a four-wheel-drive system for the Prius that didn't sacrifice fuel economy, but that would be a relatively inexpensive system that would allow us to sell Prius to new people."

For our drive, we started by taking the Prius AWD-e out on public roads in and around Kohler. It was cold out — about 25 degrees — but it hadn't had any snow recently in the area, so our roads were clear and dry. In these normal conditions, the car feels just like a normal Prius. Apart from the few cosmetic changes inside the AWD-e, we could have easily convinced ourselves we were driving the front-drive version. Only when accelerating hard from a stop did it become at all apparent that the rear wheels were being driven along with the front. You wouldn't notice the tiny bit of bite and shove if you weren't specifically looking for it. It's a lack of hesitation that is only apparent in comparison to the standard Prius.

Otherwise, in these conditions, it's the usual Prius experience: an efficient, affordable way to comfortably get from point A to point B. It's not a quick car by any stretch of the imagination, and that's clearly not the point. Prius customers aren't looking for speed. They're looking for efficiency, and the AWD-e still has it. It offers 52 mpg city, 48 highway, and 50 combined. Compared to the FWD version, it suffers a hit of just 2 mpg across the board.

2019 Toyota Prius AWD-e interior2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e shifter

The Prius AWD-e still has Normal, Eco and Power modes to cater the accelerator response to your needs or whims. It also retains the same shifter layout, with a "B" setting that allows for a stronger regenerative braking feel, allowing you to get on the brake pedal later and less often. While we thought we'd appreciate the more direct acceleration feel of Sport mode, more power means more sound from the gas engine up front. After using Sport for a bit, we dubbed it "Groan" mode, and switched out of it. Eco mode, while providing greater efficiency, also makes it easier to drive the Prius quietly, which makes the entire car — and any electrified vehicle, really — feel more refined.

With Mother Nature — and the area's flat geography — failing to cooperate for our test, we took the Prius to a closed circuit where we could simulate the sorts of situations where all-wheel drive could prove more useful. With the help of some snow-making machines and a front end loader, we had a small circuit that turned from asphalt to dirt to gravel to snow, including a hill of snow near the start. We had both FWD and AWD Priuses on hand for testing, each wearing its stock set of all-season, low-rolling-resistance tires on 15-inch wheels.

While we weren't allowed to take the FWD Prius over the hill, we had the chance to take it around the rest of the track a number of times. With a little bit of effort, we could get the Prius to understeer a smidge on the loose surfaces. With enough gusto, we could overcome the nannies and get it to plow more aggressively while cornering through the snow, though it resisted the urge better than we had expected.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e

In the AWD-e, we headed for the snow hill first. We stopped completely on the icy incline. After a moment, we put our foot into the throttle. The Prius paused a half beat, then slowly pulled up and away. It built speed slowly with smoothness and linearity as it climbed, and kept its nose pointed straight as it crested the small but steep hill. We repeated this exercise multiple times that day, and each time was the same: steady, smooth and undramatic.

We flogged the poor little Prius harder with every lap of the course. Each uneventful pass through the snow slalom had us taking it a little faster through the slippery curves. On many of the laps, a brave man waited on the outside of a curve with a snowblower to replace the white stuff we displaced as we passed. We could hear the quiet, muffled clicking as the stability control worked its magic, but weren't able to push the Prius AWD-e into understeer — the higher cornering speeds it allowed over the standard model meant crossing that threshold could've potentially meant a bad day for snowblower guy. Or perhaps not at all, depending on how well the car could recover. We weren't willing to find out; we'll save that test for an empty parking lot.

2019 Toyota Prius AWD-e

And that's was when the Prius AWD-e really began to make more sense to us, despite our affinity for snow tires. With all-wheel drive, the car mostly felt the same as any other Prius. It wasn't adding any huge, tangible change in driving behavior. What it does is subtle and demonstrates itself as a lack of the negatives you'd otherwise notice: slip, instability, hesitation, understeer. That adds up to confidence. And it's confidence you can appreciate without having to sacrifice much in fuel economy.

The majority of drivers never make the switch to snow tires in the winter, whether because of its added cost, a matter of storage space or an issue of fuel economy. Many of them would rather just have all-wheel drive. For them, there's now a Prius option.