[YesAuto Evaluation] Thanks to the good publicity in the early stage, the Tengyi C50 has already received widespread consumer attention before it went on the market. In addition to its very competitive price, Great Wall’s self-developed 1.5T turbocharged engine And the chassis from the previous generation Civic are the places that consumers are most concerned about. After the Spring Festival, the evaluation team of Autohome also got the test car of Tengyi C50 as soon as possible. So, as the first self-owned brand small displacement supercharged model we tested, can Tengyi C50 surprise us?
Regarding the static evaluation, colleagues in the shopping guide group should have made a detailed introduction in the comparison article of Tengyi C50 and Emgrand EC7. If you are interested, please click to view: “Will you like the new and dislike the old?” Tengyi C50 vs Emgrand EC7. Not much nonsense, let's take a look at the dynamic performance of Tengyi C50.
The 1.5L turbocharged engine of Tengyi C50 is naturally the most concerned part of everyone. The origin of this engine code-named GW4G15T is actually very simple. To put it simply, Great Wall added a lightweight turbine from Shanghai Lingzhong to the dazzling GW4G15 1.5L naturally aspirated engine. After some parts were strengthened and re-adjusted, the current 1.5T engine was obtained.
That’s right, apart from the mainstream technologies we are used to, such as the timing chain and variable timing valve technology, this engine really has nothing to show off, but it has a maximum power of 98Kw (133 horsepower) and a maximum torque of 188Nm. It also looks like that. The data can be compared with the mainstream 2.0L naturally aspirated engine. Because it uses a light-weight small turbine that is more suitable for daily use, the explosion point of the torque platform is also relatively early. The turbine will intervene at 1500 rpm, and the maximum torque of 188Nm can be exploded at 2000 rpm. Continue to 4500rpm. Although the maximum torque of 188Nm is not exaggerated, the wide torque platform is sufficient to provide ample power reserve.
In tuning, this engine has two different versions. Tengyi C50 uses a low-supercharged low-power version, while the high-power version has a maximum power of 110Kw, a maximum torque of 210Nm, and a 6-speed manual transmission. The box will be mounted on the Harvard H6 in the future.
Of course, from another point of view, the lack of new technologies such as direct fuel injection also has its benefits. First, it effectively reduces R&D costs. It also means that the quality and performance are relatively reliable and stable, and it is more conducive to controlling the knock of the engine. It is easier to adapt to gasoline with a lower fuel label. In fact, this 1.5T engine is indeed not picky, and it can be fed with No. 93 gasoline. For self-owned brand models that focus on second- and third-tier cities, only those models that can eat coarse grains can gain more consumer recognition.
I have driven a lot of manual transmission models of Great Wall before, such as C30, Haval, Ling Ao, etc. The tough clutch pedal seems to be one of their common points, but this time it has a completely different feeling on the C50. First of all, the clutch stroke is significantly shorter, and the feedback intensity is also much lighter. This is indeed very helpful for the comfort of daily driving. You don't have to worry about stepping on the clutch and stepping on the calf cramps when you are in a traffic jam, but it is slightly blurred. The coupling point of the clutch is a bit uncomfortable when you first get started, and it is easy to turn off if you are not careful, which is also a test for novices.
Tengyi C50's 5-speed manual gearbox has also been improved a lot. The gears are clear and the stroke is suitable. Although it is still in the new car's running-in stage, the resistance is not large when entering the gear. Compared with Haval, the Tengyi C30 is dry. The feel has improved a lot, and I believe that the feel will be improved after running-in. It's just that if you want to achieve the “silk smooth” level like MQ200, there is still a certain gap.
Like other small-displacement turbocharged engines, before the intervention of the turbo, the low-torque output of the engine is still a bit weak (because the original GW4G15 is a low-torque and weak engine), so that the engine is connected to 2 at speeds below 20km/h. Block, the car will be a little shake. However, after the speed is increased to 1700 rpm, the turbine will be completely awakened. The increase in torque makes the power immediately become active. The originally weak engine seems to be given a shot of stimulant and immediately rejuvenated. It’s just that the more conservative boost value setting makes the torque output of this 1.5T engine not an exaggeration. The book data of only 188Nm is not enough to produce a strong feeling of pushing back. Even so, you can clearly feel the turbine before and after the intervention. the difference.
In daily driving, the advantage of low-turn and high-torque after the turbine is started is still very obvious. As long as you maintain the speed at 2000 rpm, the power will be available on demand, plus the noise from the turbine pressure relief valve from time to time. , Driving is also a little fun. From the engine operating condition chart, the 2000-3000 rpm range is the lowest fuel consumption rate of the engine, so you don't have to worry about fuel consumption at all. If you continue to squeeze the throttle, even when the speed exceeds 4000 rpm, the power does not decay. It can be said that the actual power performance of this 1.5T engine is completely comparable to the level of the 2.0L model of the joint venture brand of the same level.
In order to match the bright red T in the grille, the chassis and steering adjustment of the C50 is also a sporty style that is rarely seen in independent brands. The compact three-spoke steering wheel feels heavy, and the rich road feel feedback of hydraulic power can provoke it. Your desire to drive. The steering wheel frame is small and the steering is relatively straightforward. The downside is that the direction of the front of the car is still a bit fuzzy. Of course, for a self-owned brand model with a price of only more than 80,000, it is very good to be able to do this.
In terms of chassis, the former McPherson rear double wishbone suspension structure from the previous generation of Civic has a good sport gene in itself. After the secondary development, the performance on the C50 is also remarkable. The suspension setting tends to be tough in the balance, the suspension stroke is not long, and the driving texture is very similar to that of the old Civic. Although the body of the Tengyi C50 is very light and the curb weight is only 1255kg, the chassis is quite stable at high speed, and there is no feeling of flutter. The only shortcoming is that the sound insulation and noise reduction processing is not careful enough. When the speed exceeds 80km/h, the road noise And tire noise will disturb the communication of passengers in the car.
However, the tough suspension also means that it has to make some sacrifices in comfort. Although the suspension handles fine vibrations on the road surface, it is quite satisfactory, but as long as it encounters road bumps like manhole cover pits, the ride comfort will be greatly reduced. For the C50, which is more oriented towards second- and third-tier cities in the market, a more comfortable chassis may be recognized by more consumers.
The test results of Tengyi C50 will be announced below for everyone.
The turbocharged engine can burst out the peak torque at a lower speed, so we must better control the starting speed when testing acceleration, too high or too low speed will affect the starting efficiency. After some attempts, we found that 3000rpm is the most suitable starting speed, and the tires will quickly resume grip after a slight slip. With the lighter body, the acceleration G value in the first gear can be maintained between 0.6G-0.5G, and finally broke 100 per hour at the end of the second gear, with a score of 9.7 seconds. This result can be obtained even in joint venture models with the same level, and among all the self-owned brand models that we have tested, it can be considered to be among the best.
Braking performance is an important indicator to measure the active safety of a car. At this point, Great Wall Motors is definitely a masterpiece. The braking performance of the Tengyi C50 is once again confirmed, and Great Wall does have a hand in brake adjustment. The braking performance in the early 40 meters is rare even in joint venture brands of the same level.
When braking at full capacity, the braking force and the efficiency of ABS are very good (G value reaches -1.2G). Although the grip of the tires is not excellent, this did not affect its final results. After several attempts, the results are also very stable, basically around 40 meters, and there is no thermal decay after many tests. The final average score of 40.03 meters can be said to be perfect.
Winding piles is not the focus of our attention, but since the solid chassis of the Civic, we still have a little expectation for the winding piles of the c50.
The compact sports steering wheel feels great, but the fuzzy steering setting is not suitable for extreme driving, and it also makes it difficult for you to accurately control the body. Although the tough suspension can control the body roll well, the chassis is still a bit loose. In continuous steering, the rebound speed of the suspension cannot keep up with the rhythm of the body, and the tracking of the tail is also affected. Some influence. In addition, the four Giti tires are not strong and the grip is average, so the limit came earlier. In general, the Tengyi C50 has a good daily driving texture, which is more than enough for a family car, but its handling is still a bit less interesting compared to masters such as Fox and Mazda 3.
Fuel consumption test
The road conditions in the 118.9km test mileage can be said to be relatively ideal, with congested road conditions accounting for 20%, and the rest being unobstructed loops. The load is two adults plus a small part of the test props. During the test, the engine speed basically does not exceed 2500rpm. In the end, Tengyi C50 consumes 8.87L of fuel, and the average fuel consumption per 100 kilometers is 7.46L. Considering that the test road conditions are close to suburban conditions, this fuel consumption score is not low. However, because the total mileage of Tengyi C50 has not exceeded 1500km, it is still in the new car running-in period.
The noise control of the Tengyi C50 is good at low and medium speeds, but there will be more obvious tire noise and engine noise at high speeds, but the noise level is not enough to affect the conversation of the passengers in the car. From this point of view, it does not bad.
to sum up:
After several days of contact, Tengyi C50 proved itself through actual performance. We might as well look at it from the perspective of test results: the acceleration performance of breaking a hundred in 10 seconds is among the best in the independent brand models; the braking performance in the early 40 meters continues Great Wall’s consistent fine tradition; coupled with the robust chassis and satisfactory fuel consumption, these solid performances, the Tengyi C50 has indeed achieved the benchmark level of its own brand. In terms of space configuration and interior workmanship, Tengyi C50 has also made significant progress compared with the previous Tengyi C30, and the commendable thing is that its price is not much more expensive than C30.
There is no doubt that Emgrand EC7 is the most direct competitor of Tengyi C50, both in terms of positioning and price. A naturally aspirated, a turbocharged, this multiple-choice question in front of consumers is really difficult to do. Let alone whether they are better or worse, at least in the price range of around 80,000, we have another affordable and reliable choice. (Picture/Text: Li Yi, Car House)