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Now, in Japan, the space-egg Estima has been replaced by the
new model, which is more like a spaceship, with its face carrying
a permanent arcing smile and its body flanks deeply sculpted. The
old space-egg Estima was aerodynamically efficient, with a drag
coefficient number of 0.32. The new van betters it with 0.30. Its
outer shell was "borrowed" by Toyota's Tokyo Show HV-M4
gasoline/electric hybrid concept vehicle. The new Estima is
smaller than the U.S. Sienna but larger than the previous
slimmed-down Estima. It is 4750 mm (187 in) long on a 2900-mm (114
in) wheelbase, 1790 mm (70 in) wide, and 1770 mm (70 in) tall,
versus the Sienna's 4915 mm (194 in), 1865 mm (73 in), and 1700 mm
(67 in), respectively. The vehicle seats seven to eight people,
depending on configuration.
The new Estima was developed at Vehicle Center No. 3, which is
primarily responsible for commercial vehicles, including some
"light truck" (by American definitions) varieties such as the
smaller Ipsum minivan and the RAV4. The vehicle is built on a new
dedicated front- and all-wheel-drive platform and features front
hinged doors and two rear sliding doors, plus an upswinging
tailgate.
Two engine ty-pes are offered, as in the updated Japanese Honda
Odyssey, with almost exact match- es to the rival vehicle. The
type-2AZ-FE is a DOHC 16-valve inline four-cylinder unit employing
VVT-i continuously variable intake valve timing. With 88.5-mm
(3.48-in) bore and 96.0-mm (3.78-in) stroke, it obtains a
displacement of 2362 cm3 and
produces 118 kW (160 hp) at 5600 rpm and 221 N•m (163 lb•ft) at
4000 rpm. The upper engine is the type 1MZ-FE VVT-i, the smooth
heart of the Camry and other front-wheel-drive models, rated at
162 kW (220 hp) at 5800 rpm and 304 N•m (224 lb•ft) at 4400 rpm.
All models are equipped with the Super ECT, an electronically
controlled four-speed automatic with grade-control facility. The
"Active Torque Control 4WD" employs an electronically controlled
multi-plate transfer clutch unit situated ahead of the rear axle.
The system splits driving torque between the front and rear
wheels, depending on vehicle speed, lateral and longitudinal
acceleration, and throttle opening. The driver may switch off the
all-wheel-drive function so that only the front wheels drive the
vehicle.
The front suspension is by ubiquitous MacPherson struts located
by wide-span L-arms and checked by an anti-roll bar. The rear
suspension is an adaptation of the trailing-arm beam-axle system
first used in the Ipsum compact minivan, which accommodates the
rear driveshafts in the all-wheel-drive application. An anti-roll
bar is housed within the U-sectioned twist beam. The space-saver
suspension mounts coil springs and shock absorbers separately.
A unique optional feature, which Toyota claims is the first in
the world, is a visual reversing guidance system employing a CCD
camera and a dedicated computer. With the transmission selector
lever in reverse, the computer forecasts the vehicle's path from
steering angle, graphically displays on the LCD screen the
intended course along with the vehicle's actual course, and
indicates where more lock is to be applied to slip within the
space. Other options include a laser-radar-guided adaptive cruise
control and a color TV for rear-seat occupants.
Jack Yamaguchi
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