Suzuki S Cross Hybrid: Japonské DNA a poctivá cena 

BoosterJet motory v S-Crosse a Vitare maju retaz. Co ma ta atmosfericka jedna - patka, to neviem.

To je veľmi dobre

Ani pri rezime AUTO to nelocknes. LOCK sa da pouzit iba v rezime SNOW. Logiku pohonu AllGrip treba najprv pochopit, niektore veci su dost proti beznej logike, ale funguju. A to skvelo. Aj napriek tomu, ze moja Vitara ma manual, dostal som sa s nou cez prekazky, ktore nezvladlo Korando 4x4 s hydromenicovym automatom. Par slov k fungovaniu AllGrip : How does All Grip Select awd system by Suzuki work? Here is our detailed analysis based on control current readings of the electromagnetic coupler which sends power to rear axle. Range from 0,00A (coupler disengaged) to 2,80A (coupler fully compressed). Important notes: - coupler always transfers some torque to the rear axle, that comes from its mechanical structure - even with no control current rear wheels slowly spin (car in the air or on rollers) - ~1,00A is enough to lock the coupler on slippery surfaces (e.g. ice, due to the low coefficient of friction between the tires and the surface). AUTO mode: When the system detects a tendency of slippage, it immediately activates the all-wheel drive system. The key here is the "tendency", which means that the system does not wait for slippage (as many sources say). It engages rear axle (up to 1,60A) when accelerating on surfaces with low grip. If the traction is good, rear axle is engaged (up to 1,20A) only at sudden starts or acceleration at low speeds. The system switches to 2WD mode at ~ 60 km/h. All-wheel drive system is also active (up to 1,30A) during climbs on uneven surfaces. In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0,00A). Traction control (brakes): standard setting. Traction control (engine): standard setting. ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: standard. CVT/AT: standard. SPORT mode: Like AUTO, the system engages rear axle up to ~1,60A during acceleration (dry surface) but it does that much more often and more willingly, even when gently pressing the accelerator pedal, especially when driving in corners. Acceleration from 60 km/h - control current up to 0,50A (on a road with good grip). Acceleration from 100 km/h - control current up to 0,40A (on a road with good grip). Above 130km/h no coupler activity (on a road with good grip). Mid speed cornering - control current up to 1,40A. In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0,00A). Traction control (brakes): stronger brake intervention than in AUTO mode. Traction control (engine): the torque reduction is smaller than in AUTO mode (more engine torque available than in AUTO mode). ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: more torque with the same gas pedal position. CVT/AT: lower gear than AUTO / SNOW / LOCK modes. SNOW mode: The system works similarly to the AUTO and SPORT modes but with lower activation thresholds. Snow acceleration without noticeable loss of grip - control current up to 2,60A. Driving on snowy roads - normal, without acceleration - control current from 0,00A to 1,20A (without noticeable slippage). SNOW mode works up to ~130km/h, above this speed there is no coupler activity (when grip is good). In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0.00A). Traction control (brakes): brake intervention almost the same as in AUTO mode (this level is enough because the engine torque is significantly reduced). Traction control (engine): the torque reduction is greater than in AUTO mode (less engine torque available than in AUTO mode). ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: standard. CVT/AT: standard. LOCK mode: It is not a rigid locker, the initial control current on the coupler is ~ 1,11A (also at standstill), during acceleration it is up to 2,50A, during faster driving (but below 60 km/h) on dry surfaces it drops to ~0,50A. When moving off, turning the steering wheel does not reduce the torque sent to the rear axle (as it does in other modes). In the event of slipping, the coupler is fully compressed momentarily (2,80A). Driving on snowy roads - normal, without acceleration - maximum values (~ 1.20A) similar to SNOW mode. Traction control (brakes): brake intervention much stronger than in AUTO mode (almost twice as strong as in SPORT mode). Traction control (engine): torque reduction the same as in SPORT mode (more engine torque available than in AUTO mode, the system can maintain wheel slip while equalizing their rotational speeds). Turning off ESP means that the system does not allow the wheels to dig in the ground but brakes them similarly to SNOW mode. ESP/ABS: the system switches 2WD mode. VDSC: torque reduction request is not sent the coupler. ECM: standard. CVT/AT: standard. Hill descent assistant - initial value for Lock mode (1,11A). Finally, some general information and curiosities: - the car always starts with four-wheel drive, regardless of the mode selected - the system controls (among other factors) the position of the accelerator pedal, rear axle is engaged before the engine increases the torque - slalom on snow (speed approx. 40 km/h) - the coupler works (up to 1.00A), also off-throttle (stabilizing function) - deactivating of ESP does not deactivate the traction control system (brake intervention always active) - any situation when rear wheels start spinning faster than the front ones causes the momentary activation of the 4WD system. Info pochadza z facebooku pl-pl.facebook.com/StacjaKontroliTrakcji/

Nula bodov 😂

Presne tak

Ano, nastuduj si to, ale poriadne. Viscospojka tam nie je - tu nevies aktivne riadit, je cisto reakcna, najprv potrebuje preklz, az potom zopne. Vyplyva to z vlastnosti tej viskozovej kvapaliny vo vnutri. Vitara a S-Cross ma elektromagneticku spojku riadenu elektronicky. Funguje proaktivne, nie reakcne. Na zadnu napravu vie poslat maximalne 50%, nema to medzinapravovy diferencial. A to v lubobolnom rezime. Meni sa politika pripajania toho zadneho pohonu v zavislosti od natocenia volantu, polohy plynu a adhezie. A z vlastnej skusenosti poviem iba tolko, ze je to naladene naozaj spickovo. Medzi rezimami je naozaj citit rozdiely, nie ako na vela inych autach, kde je to len placebo. A este jedna vec - LOCK nie je pevne pripojenie zadnej napravy. Okrem toho je upravena politika kontroly trakcie. Pozri polsky facebook StacijaKontroliTrakcji, urobili tam perfektnu analyzu tohto systemu na zaklade pozorovania cinnosti AWD kontroleru : AUTO mode: When the system detects a tendency of slippage, it immediately activates the all-wheel drive system. The key here is the "tendency", which means that the system does not wait for slippage (as many sources say). It engages rear axle (up to 1,60A) when accelerating on surfaces with low grip. If the traction is good, rear axle is engaged (up to 1,20A) only at sudden starts or acceleration at low speeds. The system switches to 2WD mode at ~ 60 km/h. All-wheel drive system is also active (up to 1,30A) during climbs on uneven surfaces. In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0,00A). Traction control (brakes): standard setting. Traction control (engine): standard setting. ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: standard. CVT/AT: standard. SPORT mode: Like AUTO, the system engages rear axle up to ~1,60A during acceleration (dry surface) but it does that much more often and more willingly, even when gently pressing the accelerator pedal, especially when driving in corners. Acceleration from 60 km/h - control current up to 0,50A (on a road with good grip). Acceleration from 100 km/h - control current up to 0,40A (on a road with good grip). Above 130km/h no coupler activity (on a road with good grip). Mid speed cornering - control current up to 1,40A. In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0,00A). Traction control (brakes): stronger brake intervention than in AUTO mode. Traction control (engine): the torque reduction is smaller than in AUTO mode (more engine torque available than in AUTO mode). ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: more torque with the same gas pedal position. CVT/AT: lower gear than AUTO / SNOW / LOCK modes. SNOW mode: The system works similarly to the AUTO and SPORT modes but with lower activation thresholds. Snow acceleration without noticeable loss of grip - control current up to 2,60A. Driving on snowy roads - normal, without acceleration - control current from 0,00A to 1,20A (without noticeable slippage). SNOW mode works up to ~130km/h, above this speed there is no coupler activity (when grip is good). In the event of slipping, the coupler is fully compressed momentarily (2,80A). When driving at a constant speed, no coupler activity (0.00A). Traction control (brakes): brake intervention almost the same as in AUTO mode (this level is enough because the engine torque is significantly reduced). Traction control (engine): the torque reduction is greater than in AUTO mode (less engine torque available than in AUTO mode). ESP/ABS: the system switches to 2WD mode. VDSC: standard. ECM: standard. CVT/AT: standard. LOCK mode: It is not a rigid locker, the initial control current on the coupler is ~ 1,11A (also at standstill), during acceleration it is up to 2,50A, during faster driving (but below 60 km/h) on dry surfaces it drops to ~0,50A. When moving off, turning the steering wheel does not reduce the torque sent to the rear axle (as it does in other modes). In the event of slipping, the coupler is fully compressed momentarily (2,80A). Driving on snowy roads - normal, without acceleration - maximum values (~ 1.20A) similar to SNOW mode. Traction control (brakes): brake intervention much stronger than in AUTO mode (almost twice as strong as in SPORT mode). Traction control (engine): torque reduction the same as in SPORT mode (more engine torque available than in AUTO mode, the system can maintain wheel slip while equalizing their rotational speeds). Turning off ESP means that the system does not allow the wheels to dig in the ground but brakes them similarly to SNOW mode. ESP/ABS: the system switches 2WD mode. VDSC: torque reduction request is not sent the coupler. ECM: standard. CVT/AT: standard. Hill descent assistant - initial value for Lock mode (1,11A). Finally, some general information and curiosities: - the car always starts with four-wheel drive, regardless of the mode selected - the system controls (among other factors) the position of the accelerator pedal, rear axle is engaged before the engine increases the torque - slalom on snow (speed approx. 40 km/h) - the coupler works (up to 1.00A), also off-throttle (stabilizing function) - deactivating of ESP does not deactivate the traction control system (brake intervention always active) - any situation when rear wheels start spinning faster than the front ones causes the momentary activation of the 4WD system. Neviem sem dat linku na ten povodny clanok, YT mi potom zmaze prispevok. Prilinkujem ale ich videa s monitoringom 4x4 systemu : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-BfFNhHAH_y4.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-peAxt6ZkYLA.html

Dle časopisu Svět motorů, který vychází u nás v ČR, má ten akumulátor Li-on 48V stát cca 74.000,- Kč, takže cca 74.000 : 25 = 2960 Euro u Vás v SR a má údajně vydržet cca 200.000 km nebo 6 roků provozu. Na to, že to má jen 8 Ah, tak cena dosti vysoká! Záruka na ten specifický akumulátor je stejná jako u nového vozu, tj. 5 roků, takže klidně se může stát, že po každých těch 6-ti letech vyplázneme za novou baterii oněch 2960 Euro + třeba 500 Euro za výměnu . Osobně si myslím, že vydrží spíše až 10 roků, ale ruku do ohně za to nikdo nedá. PS: Něco více o akumulátorech Li-on 48V v mildhybridech si můžete přečíst zde: zpravy.aktualne.cz/ekonomika/auto/na-mild-hybrid-s-48-volty-kabely-nestaci-musite-ho-vencit-ji/r~17c1b278eeb911eda3c0ac1f6b220ee8/

Dakujem za informacie .@@dusanvlacil3047

Ziadna tam nie je. Macko to zle nastudoval…

⁠​⁠@@gabocasar3523stejně jako to, že lze S-cross i s automatickou převodovkou. To sice lze, ale redaktor jaksi zapomněl zmínit, že s úplně jiným motorem, který má horší snad úplně všechny parametry. Automat už není klasický Aisin co býval, ale robotizovaný manuál, který je se svými vlastnostmi také k horšímu. Celkově za mě velmi slabý test. Nejprve bych doporučil věnovat čas nastudování si pravdivých údajů a všech spojitostí a až potom natočit video s nějakou vypovídací hodnotou.

@@jirka2472Pod toto sa podpisem aj ja, vo videu je hodne nepresnosti.

Ja ani naozaj nie som a ani nechcem byť predajca.

Tak minimálne v tomto mame na Slovensku demokraciu a môžem si na hlave nosiť presne to co mi vyhovuje.

@@touchit_sk jen si z vas utahuju😀😉 Za me v pohode video. Davam lajk

Ja som kupoval s cross v 2017 a za tú cenu to bolo ok ale teraz za 27000€ je to o ničom.hluk v kabíne je neskutočný a plasty v zime pukaju ako šialené riadenie auta je veľmi citlivé hlavne na diaľnici je to veľký stres a ten tvrdý podvozok to v inom auta nezažiješ

Plasty v zime nedokážem posúdiť ale ďakujem za názor

@@janabosi5559 u nas vitara 2018 1.4 automat krasne vozenie. Suzuki ale odvtedy nic zaujimave neprinieslo. Skoda.

Predstav si, ze po 10k km som vymenil Korando AT AWD za Vitaru. A som maximalne spokojny, aj ked radim rucne.

@@JohnDoe-ti6pd no a?