Tin tức thế giới

Isuzu V-Cross: CarWale Off-Road Day 2021

Specifying

Isuzu D-Max V-Cross Z 4×4 MT

Tire size and brand: 245/70 R17, MRF Wanderer AT

Minimum ground clearance: 225mm

Terrain equipment: 4WD with low-range transfer case and the ability phệ change on the fly

Price: Rs 26.93 lakh, on-road, Mumbai

Introduce

Front view

How phệ make a Jeep Wrangler and a Mahindra Thar look less imposing? You park an Isuzu D-Max V-Cross next phệ them. This is more because of its function as a 5-passenger plus oversized luggage, rather than the form it was designed for.

The 1.9-litre four-cylinder turbo-diesel engine, with 165bhp of peak power and 360Nm of peak torque (developed at 2,000rpm), looks and sounds powerful. But with a curb weight of just 5kg, which is two tonnes, the engine needs more than mere growls. A six-speed manual transmission and electronically controlled 4WD system with low gears do just that, along with a ladder-frame chassis that enhances mechanical grip and a long-travel suspension. Aside from the short hill climbs, there was no need phệ use the 4L D-Max V-Cross’ mode – the need for (relatively faster) speed for most gymkhana courses meant we used the 4H.

CarWale Off-Road Day 2021?

Right front three quarters

Left pointed into the gymkhana arena immediately causes the first major obstacle – vision. The windshield and side windows are not large enough for you phệ see outside clearly. Add more than three meters of metal, glass and a truck bed behind the driver’s seat phệ the mix and you have phệ be careful around obstacles, like withered but sharp branches crashing into the driveway. Now, enough momentum phệ easily take the V-Cross uphill. But the challenge is phệ come phệ a complete stop right in front of the top of the slope, wait five seconds, then move forward while being ready phệ swerve phệ the right phệ avoid falling deep into an artificial lake on the other side. .

The combination of an overall length of nearly 5.3 meters, the front tires pushing out because the 4H mode is active, and the downside of low visibility means that two adjustments have phệ be made phệ make the turn. And there’s a trio of problems that make this turn all the more difficult – the steering wheel, the clutch pedal, and most annoyingly, the gearshift lever. Shifting quickly from reverse phệ first is very dangerous, there is no reverse locking mechanism (preventing accidental reverse) and the doors are very vague, there has been at least one case where D-Max threatens phệ spectacularly jump into the lake while I expect it phệ go backwards.

See the back

Turning quickly right and sweeping the left corner then, we come phệ the shortcut – the road reserved for D-Max, Thar and Wrangler. Shortcuts will test an off-roader’s ability phệ match the terrain, twisting the chassis and using the full travel of the suspension phệ keep all wheels on the ground – maximum traction, maximum forward momentum.

We all at CarWale appreciate the mechanical empathy, so the V-Cross had phệ be driven a little more carefully so as not phệ hit the front bumper and side steps on the undulating ground of the shortcut. The tires resist a bit, but a good line through the grooves and crests along with just enough momentum make the obstacle less challenging than it looks. Next is a small wall-ride-like section and the versatility of the V-Cross is on full display again. Looking in the mirror (with some difficulty) so that the rear end doesn’t clamp the marker cones, the massive pickup tried phệ make the obstacle look light.

Left view

A quick rush through two sharp turns, then a long twist phệ the left in the middle, the finish line rapidly approaching in the howl of the turbocharged diesel engine. That said, the ‘All Mighty’ car needs better brakes phệ stop, and the slow-acting ABS has helped shorten the braking distance a bit. If it’s by design or luck, we don’t know.

With a time of 2:05, the Isuzu D-Max V-Cross recorded the slowest running time on the gymkhana track. Its huge size, low visibility, heavy controls and inability phệ maneuver with finesse made it impossible phệ perform better. Of course, it could be improved with spiked tires, by removing the side steps and adding a raised front bumper, but in stock form it is designed phệ resemble an adult and carry luggage with the ability all-terrain rather than a full-fledged obstacle vehicle. terrain vehicles.

Tester’s Notes

Left view

  • With so much torque delivered at 2,000rpm, most obstacles don’t even need phệ be pressed hard on the gas pedal phệ clear.
  • We didn’t dare test the limits of the V-Cross’ grip in 2WD, so circling tighter around obstacles will be slightly longer than ideal.
  • MRF Wanderer All-Terrain tires struggle on loose gravel surfaces

Left view

  • Only the AT variant gets safety sida like ESC, TCS and Hill Descent Control, so we weren’t able phệ test those features.
  • The ABS braking system, with its slow cadence, resulted in relatively shorter braking distances on sandy brake tracks, despite the large amount of V-Cross
  • The V-Cross’ suspension is designed phệ work better when carrying some of the weight over the rear axle. We had phệ go slower than some obstacles phệ avoid the rear axle bouncing and swerving

Right front three quarters

  • Turning the large knob on the bottom center console interacts with 4WD and 4WD Low modes. While the transition from 2WD phệ 4WD mode can be done on the fly, you must come phệ a full stop and then push the knob down before turning it phệ use the 4WD Low function.
  • The first few gear ratios on the D-Max V-Cross are short, and this is phệ keep the engine in its short but sweet power range. Some slower obstacles can be tackled in second gear without any throttle input

Vikrant’s take

Front view

The V-Cross finished last in the gymkhana, which is a bit of a surprise, given how well it performed on its final Off-Road Day outing. We put the V-Cross through three tests – a tight test, an off-road acceleration test and an off-road braking test. The slalom test this time is completely different, with a tighter layout and loosely cobbled surface instead of steep as before. The V-Cross’ enormous length means it’s difficult phệ put it across the track without sacrificing speed and accuracy. This combined with heavy and slow steering, road-biased tires and a fixed 50:50 split between the axles made the V-Cross the slowest and bulkiest on the slalom test. The tires also struggled phệ reduce power in the acceleration tests, but ABS brought the V-Cross phệ a relatively quick stop.

Inference

Rear left three quarters

There were high expectations from the Isuzu D-Max V-Cross, especially since it did so well in the previous iteration of CarWale Off-Road Day. The gymkhana course is set for a 2021 release that favors leaner machines, and the muscular D-Max suffers. But sure if you have a party of 5 and their luggage phệ take phệ an off-road destination, the Isuzu D-Max V-Cross won’t disappoint. Of course, you’ll have phệ get rid of the side steps, get better centered off-road tires, and be ready phệ put the controls phệ work, but you get used phệ it. Get the AT version and you save yourself what feels like a workout in the gym.

Photography by Kapil Angane and Kaustubh Gandhi

Isuzu D-Max₹ 19.03 LakhonwardsAverage Factory Price


Thông tin thêm

Isuzu V-Cross: CarWale Off-Road Day 2021
#Isuzu #VCross #CarWale #OffRoad #Day
[rule_3_plain] #Isuzu #VCross #CarWale #OffRoad #Day
SpecificationIsuzu D-Max V-Cross Z 4×4 MT Tyre size and brand: 245/70 R17, MRF Wanderer ATMinimum ground clearance: 225mmOff-road gear: 4WD with a low range transfer case and shift on the fly capabilityPrice: Rs 26.93 lakh, on-road, Mumbai IntroductionHow do you make a Jeep Wrangler and a Mahindra Thar look less imposing? You park an Isuzu D-Max V-Cross beside them. This is more because of its function as a five-people plus oversized luggage carrier, rather than the designed form.The 1.9-litre, four-cylinder turbo-diesel engine, with 165bhp of maximum power and 360Nm of peak twist force (developed at a very low 2,000rpm), looks and sounds powerful. But with a kerb weight just 5kg shy of two tonnes, the engine needs more than mere grunt. A six-speed manual gearbox and an electronically-actuated 4WD system with low range should do the trick, along with a mechanical grip-enhancing ladder-frame chassis and long-travel suspension. Apart from a short hill-climb, there was no need phệ use the D-Max V-Cross’ 4L mode — the need for (relatively faster) speed for most of the gymkhana course meant we used the 4H mode.2021 CarWale Off-Road Day performance?The sharp left into the gymkhana arena immediately threw up its first major hurdle — visibility. The windshield and side windows are not large enough phệ give you a clear outside view. Add more than three metres of metal, glass, and truck-bed behind the driver’s seat into the mix and you have phệ be careful around obstacles, like the shrivelled but sharp branch of a dried-up tree jutting into the course. Now, the momentum is enough phệ easily take the V-Cross up the steep slope. But the challenge is phệ come phệ a full stop just before the apex of the slope, wait five seconds, and then move forward while also getting ready phệ take a sharp right phệ avoid the deep fall into a man-made lake on the other side.The combination of an almost 5.3-metre overall length, front tyres pushing outward due phệ the 4H mode being engaged, and the disadvantage of low visibility meant taking two corrections phệ make the turn. And there was a trio of problems making this turn even more daunting — the steering wheel, the clutch pedal, and, most irritatingly, the gear shifter. Quick-shifting from reverse phệ first gear is dangerous, with no reverse-lock mechanism (which prevents shifting into reverse by mistake) and the very vague shift-gates, there was at least one instance where the D-Max threatened phệ spectacularly jump into the lake while I expected it phệ go in reverse.A quick right and sweeping left corner later, we arrived at the shortcut — a path reserved for the D-Max, Thar, and Wrangler. The shortcut would test an off-roader’s ability phệ conform phệ the terrain, twisting the chassis, and using the full range of suspension travel phệ keep all the wheels on the ground — maximum traction, maximum forward momentum.All of us at CarWale hold mechanical sympathy in high regard, so the V-Cross had phệ be driven with a little extra care phệ not bash the front bumper and the side-steps over the undulating ground of the shortcut. The tyres protested a bit, but a good line through the troughs and crests along with just enough momentum made the obstacle feel less challenging than it looked. A mini wall-ride-like section followed, and the V-Cross’ flexibility was on full display again. Watching the mirrors (with some difficulty) so that the rear end wouldn’t clip the marker cones, the huge pickup truck managed phệ make the obstacle look mild.A quick dash through two sharp left turns followed by a long winding left sweeping corner in between, the finish line quickly approached in a turbocharged diesel howl. That said, the ‘All Mighty’ hulk needs better brakes phệ be brought phệ a standstill and the slow-acting ABS did help shorten the braking distance a bit. If it was by design or by luck, we do not know.With a time of 02:05, the Isuzu D-Max V-Cross recorded the slowest time around the gymkhana track. Its immense size, low visibility, heavy controls, and inability phệ be driven with finesse prevented it from doing better. Of course, it could be improved with knobby tyres, by removing the side steps and adding a lifted front bumper, but in stock form, it is intended more like a large people and luggage carrier with all-terrain capability than an outright obstacle-pummelling off-roader. Tester’s notesWith so much torque delivered at a low 2,000rpm, most obstacles didn’t even need a lot of prodding of the accelerator pedal phệ be disposed ofWe didn’t dare test the limits of the V-Cross’ grip in 2WD mode, so turning circles around the tighter obstacles were slightly more elongated than idealThe MRF Wanderer All-Terrain tyres struggled on the loose gravelly surfaceOnly the AT variant gets safety assists like ESC, TCS and Hill Descent Control, so we couldn’t test those features outThe ABS, with its slow pulses, did lead phệ a relatively shorter braking distance on the sandy braking course, despite the V-Cross’ bulkThe V-Cross’ suspension is designed phệ work better when carrying some weight over the rear axle. We had phệ take some of the obstacles slower phệ avoid the rear axle from bouncing up and sidewaysTwisting the large knob on the lower centre console engages the 4WD and 4WD Low modes. While shifting from 2WD phệ 4WD mode can be done on the fly, you have phệ come phệ a full stop and then depress the knob down before twisting it phệ engage the 4WD Low functionThe first couple of gear ratios on the D-Max V-Cross are short, and this is phệ keep the engine in its short but sweet powerband. Some of the slower obstacles could be tackled in second gear without any throttle input tooVikrant’s takeThe V-Cross finished last in the gymkhana, which was a little surprising, given how well it did in its last Off-Road Day outing. We put the V-Cross through three tests — a tight slalom, an off-road acceleration test, and an off-road braking test. The slalom test was completely different this time, with a tighter layout and loose gravelly surface instead of the slush like before. The V-Cross’ huge length meant placing it through the course was difficult without sacrificing speed and accuracy. This combined with heavy and slow steering, road-biased tyres, and a fixed 50:50 power split between the axles made the V-Cross the slowest and most cumbersome in the slalom test. The tyres also struggled phệ put the power down in the acceleration tests, but the ABS managed phệ bring the V-Cross phệ a stop relatively quickly. ConclusionThere were high expectations from the Isuzu D-Max V-Cross, especially since it did so well in the previous iteration of the CarWale Off-Road Day. The gymkhana course set for the 2021 edition favoured the leaner machines more and the big burly D-Max suffered. But there’s no doubt that if you had a party of five and their luggage phệ take phệ an off-road destination, the Isuzu D-Max V-Cross would not disappoint. Of course, you would have phệ remove the side-steps, get better off-road centric tyres, and be ready phệ bully the controls into submission, but you get used phệ that. Get the AT version and you save yourself from what feels like a session in the gym.Photography by Kapil Angane and Kaustubh GandhiIsuzu D-Max₹ 19.03 LakhonwardsAvg. Ex-Showroom price
#Isuzu #VCross #CarWale #OffRoad #Day
[rule_2_plain] #Isuzu #VCross #CarWale #OffRoad #Day
[rule_2_plain] #Isuzu #VCross #CarWale #OffRoad #Day
[rule_3_plain]

#Isuzu #VCross #CarWale #OffRoad #Day
SpecificationIsuzu D-Max V-Cross Z 4×4 MT Tyre size and brand: 245/70 R17, MRF Wanderer ATMinimum ground clearance: 225mmOff-road gear: 4WD with a low range transfer case and shift on the fly capabilityPrice: Rs 26.93 lakh, on-road, Mumbai IntroductionHow do you make a Jeep Wrangler and a Mahindra Thar look less imposing? You park an Isuzu D-Max V-Cross beside them. This is more because of its function as a five-people plus oversized luggage carrier, rather than the designed form.The 1.9-litre, four-cylinder turbo-diesel engine, with 165bhp of maximum power and 360Nm of peak twist force (developed at a very low 2,000rpm), looks and sounds powerful. But with a kerb weight just 5kg shy of two tonnes, the engine needs more than mere grunt. A six-speed manual gearbox and an electronically-actuated 4WD system with low range should do the trick, along with a mechanical grip-enhancing ladder-frame chassis and long-travel suspension. Apart from a short hill-climb, there was no need phệ use the D-Max V-Cross’ 4L mode — the need for (relatively faster) speed for most of the gymkhana course meant we used the 4H mode.2021 CarWale Off-Road Day performance?The sharp left into the gymkhana arena immediately threw up its first major hurdle — visibility. The windshield and side windows are not large enough phệ give you a clear outside view. Add more than three metres of metal, glass, and truck-bed behind the driver’s seat into the mix and you have phệ be careful around obstacles, like the shrivelled but sharp branch of a dried-up tree jutting into the course. Now, the momentum is enough phệ easily take the V-Cross up the steep slope. But the challenge is phệ come phệ a full stop just before the apex of the slope, wait five seconds, and then move forward while also getting ready phệ take a sharp right phệ avoid the deep fall into a man-made lake on the other side.The combination of an almost 5.3-metre overall length, front tyres pushing outward due phệ the 4H mode being engaged, and the disadvantage of low visibility meant taking two corrections phệ make the turn. And there was a trio of problems making this turn even more daunting — the steering wheel, the clutch pedal, and, most irritatingly, the gear shifter. Quick-shifting from reverse phệ first gear is dangerous, with no reverse-lock mechanism (which prevents shifting into reverse by mistake) and the very vague shift-gates, there was at least one instance where the D-Max threatened phệ spectacularly jump into the lake while I expected it phệ go in reverse.A quick right and sweeping left corner later, we arrived at the shortcut — a path reserved for the D-Max, Thar, and Wrangler. The shortcut would test an off-roader’s ability phệ conform phệ the terrain, twisting the chassis, and using the full range of suspension travel phệ keep all the wheels on the ground — maximum traction, maximum forward momentum.All of us at CarWale hold mechanical sympathy in high regard, so the V-Cross had phệ be driven with a little extra care phệ not bash the front bumper and the side-steps over the undulating ground of the shortcut. The tyres protested a bit, but a good line through the troughs and crests along with just enough momentum made the obstacle feel less challenging than it looked. A mini wall-ride-like section followed, and the V-Cross’ flexibility was on full display again. Watching the mirrors (with some difficulty) so that the rear end wouldn’t clip the marker cones, the huge pickup truck managed phệ make the obstacle look mild.A quick dash through two sharp left turns followed by a long winding left sweeping corner in between, the finish line quickly approached in a turbocharged diesel howl. That said, the ‘All Mighty’ hulk needs better brakes phệ be brought phệ a standstill and the slow-acting ABS did help shorten the braking distance a bit. If it was by design or by luck, we do not know.With a time of 02:05, the Isuzu D-Max V-Cross recorded the slowest time around the gymkhana track. Its immense size, low visibility, heavy controls, and inability phệ be driven with finesse prevented it from doing better. Of course, it could be improved with knobby tyres, by removing the side steps and adding a lifted front bumper, but in stock form, it is intended more like a large people and luggage carrier with all-terrain capability than an outright obstacle-pummelling off-roader. Tester’s notesWith so much torque delivered at a low 2,000rpm, most obstacles didn’t even need a lot of prodding of the accelerator pedal phệ be disposed ofWe didn’t dare test the limits of the V-Cross’ grip in 2WD mode, so turning circles around the tighter obstacles were slightly more elongated than idealThe MRF Wanderer All-Terrain tyres struggled on the loose gravelly surfaceOnly the AT variant gets safety assists like ESC, TCS and Hill Descent Control, so we couldn’t test those features outThe ABS, with its slow pulses, did lead phệ a relatively shorter braking distance on the sandy braking course, despite the V-Cross’ bulkThe V-Cross’ suspension is designed phệ work better when carrying some weight over the rear axle. We had phệ take some of the obstacles slower phệ avoid the rear axle from bouncing up and sidewaysTwisting the large knob on the lower centre console engages the 4WD and 4WD Low modes. While shifting from 2WD phệ 4WD mode can be done on the fly, you have phệ come phệ a full stop and then depress the knob down before twisting it phệ engage the 4WD Low functionThe first couple of gear ratios on the D-Max V-Cross are short, and this is phệ keep the engine in its short but sweet powerband. Some of the slower obstacles could be tackled in second gear without any throttle input tooVikrant’s takeThe V-Cross finished last in the gymkhana, which was a little surprising, given how well it did in its last Off-Road Day outing. We put the V-Cross through three tests — a tight slalom, an off-road acceleration test, and an off-road braking test. The slalom test was completely different this time, with a tighter layout and loose gravelly surface instead of the slush like before. The V-Cross’ huge length meant placing it through the course was difficult without sacrificing speed and accuracy. This combined with heavy and slow steering, road-biased tyres, and a fixed 50:50 power split between the axles made the V-Cross the slowest and most cumbersome in the slalom test. The tyres also struggled phệ put the power down in the acceleration tests, but the ABS managed phệ bring the V-Cross phệ a stop relatively quickly. ConclusionThere were high expectations from the Isuzu D-Max V-Cross, especially since it did so well in the previous iteration of the CarWale Off-Road Day. The gymkhana course set for the 2021 edition favoured the leaner machines more and the big burly D-Max suffered. But there’s no doubt that if you had a party of five and their luggage phệ take phệ an off-road destination, the Isuzu D-Max V-Cross would not disappoint. Of course, you would have phệ remove the side-steps, get better off-road centric tyres, and be ready phệ bully the controls into submission, but you get used phệ that. Get the AT version and you save yourself from what feels like a session in the gym.Photography by Kapil Angane and Kaustubh GandhiIsuzu D-Max₹ 19.03 LakhonwardsAvg. Ex-Showroom price

Related Articles

Trả lời

Email của bạn sẽ không được hiển thị công khai.

Back to top button