The first crossover from Skoda cannot be denied identity, even though it shares a platform with the VW Tiguan. Let's see how original it is in terms of "childhood illnesses" ... The main advantage of the Škoda Yeti compared to other crossovers is its wide range of interior transformation capabilities.
The second row seats move and are removed separately, so that the first time after the purchase, you can enjoy this designer like a child. But so that the joy is not overshadowed by breakdowns, we must arm ourselves with knowledge.
ALL DRIVE ONLY
The most modest version of the engine, the 1.2 TSI gasoline engine, which was installed on front-wheel drive modifications, is also the most problematic. In principle, it is not worth contacting him.
Pressing the Off-road button changes the settings anti-slip system and the reaction to pressing the gas pedal. But the Yeti's bumper is still too small
A more powerful gasoline 1.8 TSI with direct injection system is installed on the all-wheel drive version of the car. This is a cast iron block engine tested on the Octavia II and Superb II. It is reliable, maintainable and unpretentious. A number of complaints about this unit are associated with increased consumption oil on the cylinder-piston group. To solve the problem, the concern changed the design of the piston.
The design feature of the 1.8 TSI is the presence of a catalyst accelerated heating system. Within 0.5-1 minutes after starting, an additional fuel injection is performed at the exhaust stroke, which provides quick warm-up catalyst and more efficient afterburning of fuel already at the heating stage. The sound of the engine operation at this moment is harsh and even "intermittent", but this is normal.
Small but comfortable.
Luggage space is virtually free from interfering lugs
Modest but dignified. High-quality interior trim is a signature feature of VW cars. Well, wood inserts are only for the highest configurations.
Minus one. The middle seat can be removed, and the remaining two can be moved wider or closer. Families with weather children will appreciate
TRUST THE OLD
Operating statistics are limited for the 2-liter common rail turbo diesel engines with all-wheel drive configuration. Two of them, with a capacity of 110 liters. from. and 140 liters. with., new and for the first time installed on the Škoda Yeti.
The most powerful, reliable and unpretentious of the line of diesel engines - the 2.0-liter 170-horsepower unit has successfully worked on Octavia II and Superb II cars. It should be noted that when operating in urban traffic jams, an error signal periodically appears. Automatic regeneration system particulate filter it works in Moscow conditions, according to statistics, every 500 km. The process is manifested by a short-term appearance of a cloud of white smoke from exhaust pipe... But if it is impossible to comply with the conditions, automatic regeneration does not occur, and on-board computer indicates an error that requires the owner to visit the workshop for forced regeneration.
BETTER SIX
The Yeti is equipped with two variants of "automatic" - DSG7 and hydromechanical automatic transmission6, as well as manual transmission6.
All-wheel drive versions are equipped with MKPP6 and - only for Russia - with automatic transmission6. The mechanical gearbox with a dry single-plate clutch is reliable and serves at least 80,000-100,000 km. Replacing the clutch will cost about 29,000 rubles. The main reason for going to the service station is the appearance of ringing sounds during clutch operation, emitted by the damping springs of the disc, when driving under load or tension. For example, when forcing high curb... This did not affect the quality of the unit's work, but in case of complaints, the disk was replaced under warranty.
Physics cannot be fooled. Aerodynamics "heel" leads to the fact that both the rear and side windows get dirty pretty quickly
A modern seven-speed "automatic" DSG - a box with two single-plate clutches, working without interrupting the torque. This unit is sensitive to the characteristics of the driving style. Twitching complaints and bumps when shifting are the most common reason calls to the service station. Uncomfortable switching is corrected or by replacing the ECU of the box, which costs about 73,000 rubles. (including work), or replacing the clutch itself at a cost of about 44,000 rubles. (also including work).
All-wheel drive, of course, implemented haldex coupling fourth generation... Disc clutch with electro hydraulic drive built into the rear axle main drive. All-wheel drive is electronically connected and works quite adequately. Torque power is automatically controlled to minimize axle slip relative to the other.
The Yeti independent suspension is reliable. The only thing weakness - frequent backlash of the silent blocks of the front levers, accompanied by a noticeable creak already at the early mileage numbers. The cost of the complete lever is about 7000 rubles.
GENIUS OF COMPACT
As already mentioned, in terms of the salon, the Yeti is a kind of masterpiece. You can chide him for a small trunk - it is short and has a high floor due to the spare wheel located under it, but the longitudinal adjustment rear seats allows you to play with a very wide range of volume. In addition, the car is still very compact.
As you can see, in the case of the Škoda Yeti, the main thing is to choose the right configuration. But in general, despite the funny appearance, this is a modern crossover with a lot of nice options, a variety of electronic assistants and decent driving characteristics.
Owner's opinion: Sergey, Skoda yeti 1.8 TSI 4 × 4 DSG
We always drive a car together with my wife. Almost all the time in the city. I use the machine for work, I transport small loads - I have my own business. With the seats folded down, everything is fine. I chose all-wheel drive for occasional trips to nature. For incomplete 50,000 mileage, I came only for scheduled maintenance, and if I changed something under warranty, then at the same time. Service is attentive, spare parts arrive quickly. So far I have never waited more than two days for a car. It warms up normally, is nimble, climbs on curbs and snow bumps only in this way. On New Year went from Kaluga to Chelyabinsk to visit relatives. From the car, only positive emotions - did not let down, started up and drove very cheerfully. As for the fuel, I do not experiment - only 95th or even 98th, if far from my native places. Fuel consumption in winter is on average 10-11 liters, so the costs are low. I'm happy with the machine. The wife sometimes gets behind the wheel, and she also likes everything, especially the electronic valet and the quality of the light.
The editors would like to thank Škoda Auto Russia for their help in preparing the material
In 2009, the Czech model Skoda Yeti literally burst into the Russian market of crossover cars. He conquered the Yeti (that is, "Bigfoot") primarily with excellent technical characteristics and comfort, making up tangible competition to such models as Nissan Qashqai, Mitsubishi ASX, Hyundai ix35 or Kia Sportage.
"Yeti" in colors and sizes
The Skoda Yeti was created on the Volkswagen A5 platform, which is quite logical: in 1990, Volkswagen AG became a co-owner of the Skoda enterprise, which merged into the German concern, which had previously absorbed the German Audi and the Spanish Seat.
I must say that the idea of \u200b\u200bcreating an SUV (and by driving performance "Skoda Yeti" is very close to this class of cars, which will be discussed below) did not arise from scratch. Since the 30s of the last century, the automobile enterprise had experience in creating army and even tanks (there is a legend that the last of three hundred light tanks of Czech production was knocked out in 1941 near Moscow).
Of course, "Yeti" neither externally nor from the inside even remotely hints at the turbulent military past of the Skoda brand. The exterior of the car is moderately peaceful, but still not without a hint of its off-road purpose: the overall dimensions of the Skoda Yeti (length 4.22, width 1.8, height 1.65 meters) and, most importantly, the clearance increased to 18 cm indicate clearly extraordinary abilities, which are fully manifested in the all-wheel drive version.
The body colors of the Skoda Yeti also offer a choice between an aggressive SUV and a peaceful SUV. There are exactly a dozen of them - from neutral white and silver to brutal black and green.
Skoda Yeti body palette:
- the black
- red
- burgundy
- brown
- green
- blue
- blue
- grey
- beige
- silver
- white.
Luggage space and interior comfort
To match the external dimensions of the car and the interior, the height of which is from 1.08 m at the front to 1.03 m at the rear. The luggage compartment is very voluminous even with the rear seats folded out - 410 liters, and in their folded position - up to 1760 liters.
I must say that the designers reacted with special love to the back row of seats of the five-seater station wagon, making it transformable. The so-called VarioFlex system, where the row consists of three separate seats, allows, in the absence of a central one, to move the outer seats to each other by 8 cm each. The panoramic roof, which is also equipped with a sunroof and an electric curtain, allows passengers during the trip to do some distraction-entertaining business, for example, counting a crow.
In general, the interior, made in the original two-color solution, is very convenient: full power accessories and such nice little things as a lot of trunks and glove compartments for small items create the maximum comfort possible while driving.
Special attention has been paid to the safety of the driver and passengers. Depending on the configuration, a pair of frontal ones can be supplemented with four side ones. The Yeti's crash tests have shown exceptional results in terms of vehicle reliability, having received the highest rating in Euro NCAP. Passive safety includes such original technological solutions as bi-xenon headlights with cornering light function, as well as more than a dozen other driver assistance aids from traction control (ABS) to forced stability control (DSR).
Moreover, even such a moment as "interference from behind" is taken into account, that is, with a sharp braking, emergency stop signals are automatically turned on.
- Basic security systems Skoda Yeti;
- reliable body, reinforced with a technologically calculated system of stiffeners;
- isofix child seat fastening mechanism;
- differential Locking System for Mixed Surfaces (EDL);
- up to nine airbags (option)
Specifications Skoda Yeti
From the point of view of the power filling of the car, there are four variants of engines for the Yeti on the market today, duplicating those of Volkswagen: gasoline with a volume of 1.2, 1.4 and 1.8 liters and a two-liter diesel. All of them are turbocharged, with a capacity of 105 to 152 liters. from. And the record does not belong diesel unit, which develops maximum torque at 1800-2500 rpm, and the internal combustion engine is 1.8 liters, the maximum return falls on the mode from 1500 to 4500 rpm. True, the fuel consumption of this skoda models Yeti is noticeably larger: on the highway - 7-8 l / 100 km, in the city - 11-12 liters (subject to a non-aggressive driving style). For comparison: the weakest 1.2-liter engine consumes almost the same amount of gasoline as a two-liter diesel diesel - 6-7 liters per 100 km.
Modifications of the WV engines on the Skoda Yeti, coupled with the transmission
- 1.2 TSI MT
- 1.2 TSI DSG
- 1.4 TSI MT
- 1.4 TSI DSG
- 1.6 MPI MT
- 1.6 MPI AT
- -1.8 TSI DSG 4 × 4
- 2.0 TDI DSG 4 × 4
Of course, this indicator depends not only on the workload of the car, the driver's driving style and the number of traffic jams on the way, but also on the type of gearbox. There are two types of them in the Skoda Yeti: manual transmission (5- or 6-speed) and robotic (7 gears). The latter is similar in principle to conventional "mechanics", only the clutch moment is provided not by pressing the pedal, but by an automatic hydraulic or servo drive with a signal from an electronic processor. He is entrusted with the moment of changing the pairs of clutch gears to change the gear ratio from high to low and vice versa.
The undoubted plus of the "robot" box in the main component of the unit is that it is mechanical. The rest is electronics, which provides optimal modes when the clutch is activated, especially if it is double, which stimulates the smooth transition to the next gear. True, the electronic "brains" of the checkpoint fail more often than the nerve endings of a living person, allowing at the right time to engage the clutch with the left foot. But rarely enough to last 100-200 thousand kilometers, following the recommendations for car maintenance. But for women and lazy men it is quite convenient.
But for active drivers, fans (including winter), "mechanics" are more suitable. The manual transmission on the Yeti is soft, as they say, obedient. In off-road conditions, this is the most suitable option, ensuring that prolonged driving in snow, mud under increased loads will not create gear shifting problems.
"Yeti" all-wheel drive
Well, if they are seriously talking about the transmission, it would be just a crime not to talk about the drive systems for transmitting torque to the drive wheels.
As already mentioned, the Yeti is available with two transmission options: front-wheel drive and all-wheel drive. With a lonely leading front end, everything is clear: a purely "SUV" for urban operating conditions with a claim to permissiveness. By the way, not only SUV class crossovers sin with such a layout (according to european classification, which includes Skoda Yeti), but also more brutal cars, a priori sharpened off-road, for example, the legendary American Jeep Cherokee.
But with all-wheel drive at the "Yeti" everything is much more interesting. It is necessary to make a reservation right away: Yeti will crawl almost everywhere - through mud, slurry, and in snowdrifts, but not in a deep rut, which will put the body on bridges, and your "Bigfoot" will helplessly flounder with its paws into the void, without clutching wheels solid ground.
“He's four-wheel drive, he has to get out!”, - the owners of the Yeti are indignant. As one good trophy raider put it, “remember, son, four-wheel drive owes nothing to anyone. " Even the elevated Land rover defender powerless in a deep rut. Like our UAZs and GAZs, recognized leaders in overcoming forests, swamps, sands and other Russian scum.
But on flat (relative to 18-centimeter ground clearance, of course) snow, mud, swamp "Yeti" has something to surprise the owner. The rear pair is not connected here forcibly, but using a Haldex clutch, the control of which depends on the readings of the sensors of the engine control unit, aBS systems and other units that control the parameters of the motor and chassis. At low speed (up to 30 km / h), an auxiliary off-road complex functions separately, which controls the transmission when starting off on ice, mud and other slippery surfaces. The opposite function - holding the car - off-road provides for extreme descents.
The anti-slip mechanism (ABS) is also original: in extreme mode, it temporarily blocks the rotation of the wheels in such a way that a “snowdrift” of soil forms in front of the tread, due to which the further advance of the car is ensured. For the honorary title "Absolute SUV" "Yeti" lacks a full center-to-center (although there are no axles here either - independent suspension) and interwheel blocking. Although, on the other hand, why are they, if electronics rules?
Restyling Skoda Yeti
Of course, not all of the Skoda Yeti features and options listed above are present in the base model. For seven years, the car has been supplemented with new options, mostly not significant, but also other senses. Today there are three configurations - Active, Ambition and Elegance, differing mainly in the interior of the cabin. And do not let the buyer be confused by other names given to this noble car, such as: - Yeti Outdoor - Yeti Monte-Carlo - New Superb - New Superb Combi - Hockey Edition - Kodiaq.
The difference is in the country of sale, but inside and outside the same kind, reliable Skoda Yeti of the 2009 model. Perhaps modernized.
In 2013, there was an alteration called the buzzword "restyling", but in fact, little changed in the car. The headlights were added with light, the front decorative grille was slightly changed ... The already mentioned a roof with a panoramic view with a hatch for "selfie", and a rear-view camera - for comfortable parking.
By the way, in the latest configuration of the Yeti there is a parking system, when it is better not to touch the steering wheel: the controller will park the car by itself, provided that the driver does not press the accelerator pedal.
And yet, the Yeti was not created for parking. His element is an active drive that does not go beyond a well-thought out country trip. Whether in summer or winter, he certainly won't let you down in solving such a problem.
Why the four-wheel drive crossover is clear: it must be able to drive not only on asphalt, but at least a little off-road. But all-wheel drive for ordinary cars, as it seems to many buyers, is a waste of money. Is it so? We figure it out at the Austrian training ground as part of the Skoda 4x4 Driving Experience.
Skoda is one of the few brands that offers an all-wheel drive system for half of its models, excluding the very compact ones. Of course, the Czechs inherited such enthusiasm from the parental concern Volkswagen, as well as all the technical "stuffing".
The basis for all Skoda all-wheel drive transmissions is the Haldex clutch, introduced in the fifth generation. In general, the Driving Experience event was devoted not so much to the presentation of cars, each of which we had already experienced in a mono-drive version, but to the updated 4 × 4 system.
Updated, because there is nothing fundamentally new in Haldex 5. This is the result of system upgrades previous generation, aimed at reducing weight and increasing the speed of work. If we omit all the technical details, we can say that the system has become a little less hydraulics and a little more electrical.
As before, all-wheel drive at Skoda - without center differentialhowever, the clutch is constantly under low preload, always transferring a small percentage of torque to the rear axle. This allows Shkodovites to call their all-wheel drive models Full Time - permanent all-wheel drive.
The main advantage of the system based on the Haldex clutch is not only in the speed of torque redistribution along the axles, but also in the fact that wheel slip of the leading front axle is not the main argument for connecting the rear ones.
Electronics reads information from a huge number of sensors, from the level of pressing the accelerator pedal and ending with lateral and longitudinal acceleration. At each moment of time, it is decided whether it is necessary and in what quantity to use four-wheel drive, for example, in order to turn the car in a sharp bend, even if there is dry asphalt under the wheels.
Fully electronically controlled and cross-axle torque distribution, both on the front and rear axles. Of course, there are no locks here, they are imitated by the ESP system, braking each specific wheel if necessary.
The most interesting thing is that this whole complex makes skoda cars the ride is not so much passable as it is safer, which was the first thing the organizers of the event tried to show. So, all-wheel drive Octavias and Superbians against their front-wheel drive "brothers".
At the water-filled landfill, it was necessary to pass three tests in turn, changing every five minutes from a front-wheel drive car to an all-wheel drive one.
The first exercise is entering a gentle turn with a coating with a minimum coefficient of friction. In fact, imitation of one of the most common causes of accidents on a winter track.
Everything is pretty predictable here. With a quick but smooth cornering, the front-wheel-drive Octavia immediately "floats" out of the corner with its front end. Instant gas discharge under the steering wheel corrective work is rather abruptly suppressed by intervention eSP systems, which, by braking the corresponding wheels, cuts off the fuel supply until the car is completely "straightened out".
A more provocative drive under a sharp opening of the throttle in a bend with a turn of the steering wheel at the last moment is immediately reflected by the skid of the stern, which is reflexively extinguished by the counter-fall of the steering wheel under the addition of hectares ... but no, the same stabilization system, this time knocking out the brakes, chokes the engine preventing the car from being pulled out by yourself. As a result, all the same steering correction for smooth deceleration and only then return to the set course.
All-wheel drive Octavia Combi behaves really more stable. Behavior on a slippery arc dispenses with sudden movements from both the vehicle and the driver. You can even gently "immerse", controlling the speed limit by the chirp of the ESP - the system intervenes here more correctly, punctually knocking the slipping wheels. And even if it went over with speed, the all-wheel drive Octavia slides outward more slowly and with the whole "body", allowing the driver to make the choice himself ... no, there is no choice: the non-disconnectable "collar" of safety during critical demolition development again takes control of everything.
The second and third exercises were similar. It was proposed to pass the "snake" first along the horizontal, then along the slippery surface to the ascent. In both cases, everything is poured with water.
The long and massive Superb, even with front-wheel drive, is reluctant to provoke. An attempt to "blab" the car on wet asphalt occurs as in slow motion - the rear wheels begin to slip smoothly, for which ESP immediately grabs. But the drive on a very slippery slope with the simultaneous detour of obstacles was hard for the car, and the driver was nervous.
To the stabilization system chirping along the entire length with "suffocating" dips in the reactions to the accelerator, sharp "blows" on the brakes of the driving wheels of the traction control system were added. As a result, the uphill ride was a jerky jump with the danger of rolling back to the foot.
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Whether the case Skoda Superb Combi 4 × 4. Yes, the traction control also works roughly here, but due to the fact that the front wheels pull uphill and the rear wheels immediately push, the car moves with minimal ESP intervention, that is, it is smoother, smoother and ... noticeably faster. In general, the advantage is clear and obvious.
For Skoda Yeti, the organizers of the test prepared more serious off-road ones. Although, I must say, without our native mud mess this is somehow not off-road - so, geometric obstacles.
But to begin with, bench tests of the Haldex 5 coupling on a roller trestle. This is where you can clearly see how the distribution of torque occurs and the speed with which the system detects a "skidding" wheel. Of course, the positive result was predictable, otherwise they would not have been driven out, but not to say that the Yeti copes with this exercise once or twice.
Already in natural conditions, the Yeti easily crawled over the sloping mountains, without causing any problems to the driver. And overcoming the steepest descent, when the driver and front passenger literally hang on the seat belts, became the main attraction at all - the work was checked electronic system descent from the mountain. In fact, the crossover, playing with the brakes, moves out on its own at the lowest possible speed - the driver only needs to decide to release all the pedals.
The most exciting task was overcoming the "snake" inside the ravine. Yeti, of course, pleased with both geometric cross-country ability, and a rather successful struggle with diagonal hanging, however, when falling onto its side, it was rather frightening. The fact is that the maximum lateral tilt angle for a crossover is 45 degrees, after which there is a rollover, and of course there is no inclinometer in the car. So when the car fell from one side to another in free fall, the heart sank a little - it suddenly took more than 45 degrees.
The most hesitant Yeti overcame sandy ups, which again forced an unkind word to speak about eSP operation... As soon as you start to wag the steering wheel on a shaky ascent with slipping wheels, choosing the optimal ascent trajectory, the electronics instantly perceives this as a loss of stability and immediately chokes the engine even with the Off-road system turned on.
Overall dimensions of Skoda Yeti:
Length (mm): 4223
Width (mm): 1793
Height (mm): 1691
Ground clearance (mm): 180
Wheelbase (mm): 2578
Trunk sill height (mm): 712
Front wheel track / rear wheel track (mm): 1541/1537
Skoda Yeti internal dimensions:
Width of the upper beam of the body front / rear (mm): 1446/1437
Interior height front / rear (mm): 1034/1027
Luggage compartment volume min./max. (depending on the position of the rear seats) (l): 310/415
Luggage compartment volume with down / down seat backs (l): 1485/1665
Engines Skoda Yeti:
Skoda Yeti is supplied to Russia with three engine options: 1,2 TSI 105 HP / 77 kW, 1,4 TSI 122 hp / 90 kW (only in complete set with manual transmission) and 1.8 TSI 152 HP / 112 kW. All engines are turbocharged, four-cylinder, in-line, with direct injection high pressure fuel.
A distinctive feature of this engine range is low consumption fuel. In addition, all engines comply with the Euro 5 CO2 emission standard
Transmission:
Skoda Yeti cars are equipped with both mechanical and automatic boxes gears (except for the version with the 1.4 engine).
The automatic transmission installed on the Yeti is one of the most modern automatic transmissions in the world. Front-wheel drive model with 1.2 TSI / 77 kW engine comes with 7-speed gearbox dSG transmission with the possibility of automatic or manual gear selection is installed. The all-wheel drive model with a 1.8 TSI / 112 kW engine is equipped with a 6-speed DSG gearbox.
A 6-speed manual transmission is installed on the entire engine range.
Four-wheel drive:
All-wheel drive is installed only on Skoda Yeti with 1.8 TSI engine. The system is equipped with a 4th generation Haldex intelligent clutch that distributes torque between the axles. Haldex provides both excellent traction and low level fuel consumption.
Comparative table of technical characteristics of Skoda Yeti:
| Front-wheel drive | Four-wheel drive | ||
| Engines: | 1.2 TSI / 77 kW | 1.4 TSI / 90 kW | 1.8 TSI / 112 kW |
| Turbocharged petrol engine, twin overhead camshafts | Turbocharged petrol engine, twin overhead camshafts | ||
| Number of cylinders | 4 | 4 | 4 |
| Working volume (cubic cm) | 1 197 | 1 390 | 1 798 |
| Max. power / rpm | 105 / 5,000 | 122 / 5,000 | 152 / 4,500 – 6,200 |
| Max. torque / revolutions (Nm / min-1) | 175 / 1,500 – 4,100 | 200 / 1,500 – 4,000 | 250 / 1,500 – 4,500 |
| Exhaust gas emission standard | Euro 5 | Euro 5 | Euro 5 |
| Recommended fuel | Unleaded petrol, RH min. 95 | Unleaded gasoline, RON 95/91 | |
| Driving performance: | |||
| Maximum speed (km / h) | 175 (173) | 185 | 196 |
| Acceleration 0-100 km / h (s) | 11.8 (12.0) | 10.5 | 8.7 |
| Fuel consumption: - in urban conditions (l / 100 km) |
7.6 | 8.9 | 10.1 |
| - on the highway (l / 100 km) | 5.9 | 5.9 | 6.9 |
| – mixed cycle (l / 100 km) | 6.4 (-) | 6.8 | 8.0 |
| CO2 content in exhaust gases (g / km) | 149 (-) | 159 | 189 |
| Turning circle diameter (m) | 10.3 | 10.3 | 10.3 |
| Transmission: | |||
| Drive unit | Front | Front | Full |
| Clutch | Dry single disc with hydraulic drive (double clutch with hydraulic drive and electronic control) |
Dry single disc with hydraulic drive | |
| Transmission | Mechanical 6-speed, fully synchronized (automatic 7-speed dual-clutch) |
Mechanical 6-speed | Mechanical 6-speed, fully synchronized, (6-speed automatic with dual clutch) |
| Weight: | |||
| Unladen weight with driver (kg) | 1,345 | 1,375 | 1,505 |
| 545 | 620 | 545 | |
| Total weight (kg) | 1,890 | 1,920 | 2,050 |
| Trailer load without brakes (max.kg) | 600 | 650 | 700 |
| Trailer load with brakes - 12% (max.kg) | 1,200 | 1300 | 1,800 |
| Body: | 5 seats, 5 doors | ||
| Drag coefficient Cw | 0.37 | ||
| Chassis: | |||
| Front axle | McPherson wishbones with torsion bar | ||
| Rear axle | Multi-link suspension with torsion bar stabilizer bar | ||
| Brake system | Hydraulic double diagonal brake system with vacuum booster and Dual Rate system | ||
| - front brakes | Ventilated disc mechanisms with floating single-piston caliper | ||
| - rear brakes | Single-piston floating caliper discs | ||
| Steering | Rack and pinion mechanism with electromechanical amplifier | ||
| Wheel disks | 7Jx16, 7Jx17 | ||
| Tires | 215 / 60R16, 225 / 50R17 | ||
| Fuel: | |||
| Fuel tank capacity (l) | 55 | 55 | 60 |
| Trunk volume: | |||
| - with standard seating arrangement | 322 l | ||
| - with the rear seats pulled out | 1,665 l | ||
The new generation of Nissan Qashqai went well on the market - the crossover is on the 21st place in the list of the best-selling passenger car models in Russia. Therefore, we took this car in two different versions for long test and in the next article we will talk about the ambiguous impressions of the operation of the low-power Qashqai modification with mechanics. In the battle with the Yeti, which also very often flashes on the roads and a year ago survived a restyling, a less exotic nissan version... So which is better: the 2-liter 144-horsepower Qashqai or the 152-horsepower Yeti with 1.8? Both are all-wheel drive and automatic transmissions.
At first glance, the top-end Qashqai is better equipped than the fancy Yeti, also because it is banally more modern. The Japanese crossover has inaccessible for Skoda systems for tracking the lane and blind spots on the side, a panoramic roof, an electric driver's seat, an electric parking brake, wheels up to 19 inches, as well as all-round visibility systems and automatic switching low beam to high beam. But on closer inspection, it turns out that the restyled Skoda has something to answer completely new generation Nissan: the xenon light is swivel here (however, the static Qashqai headlights shine just fine), there is a special off-road driving mode and a car park, as well as branded intricate things like folding tables in the back (optional). But still, it will not be enough to compete on an equal footing with Nissan in manufacturability - you can't hide your age.
In the little things it is clear that Yeti is older than "Kashkaya", and many technologies are integrated into it "crookedly". So, the USB connector is available only through a special optional adapter, which is inconvenient and disrespectful to the user, and the engine start button, unlike Nissan, you need not just press, but hold until the engine starts. And navigation slows down more than you expect even from a budget multimedia system. But overall, the Yeti's ergonomics are still at a very high level.
The interior of Nissan is comfortable - everything is in the expected places, the materials are pleasant, and the fit is comfortable. But the impression is spoiled by the traditional Japanese economy on matches: for example, the button for locking the door locks is hidden here in an inconvenient place on the door and, in addition, is not illuminated, and there is only one "auto glass", from the driver. The ceiling console is from People's Logan. The multimedia system is modern, but for some reason it does not see many formats of music files, and also starts too intrusively from the navigation screen every time the engine is started
However, who else is still aged !? The fresh Nissan has a conventional aspirated engine combined with a variator, and under the hood of the Yeti there is an economical and high-torque turbo engine and a fashionable robotic box with two clutches. But the fuel economy in the Czech crossover has been brought almost to the point of absurdity: in the normal mode of the robot D, the Yeti drives very tightly, which generates unpleasant vibrations of the engine running at minimum speed. However, a calm driver will encounter something similar in Qashqai: if you drive in the “laces on the pedals” mode, then Nissan will also “grunt” the engine. How much can you save? It's not the same for everybody. During the test, the Yeti consumed on average up to 10 liters of fuel, and the Qashqai barely fit into 11, while requiring more accurate and thoughtful work with the gas pedal.
And if, on the contrary, fry to the fullest? Here, the Skoda turbo engine puts an atmospheric rival on intake manifold: 152 horsepower Yeti is not at all almost the same as the 144 strength of Qashqai, as if it is more powerful not by 8 strength, but by all 30. It seems that Yeti is simply knocking down like crazy: I just want to allocate a special class "hot -cross". Although in fact, this is partly a matter of sensations: with a sharp acceleration, the DSG robot hard and briskly shoots gears against a smooth change of 6 virtual steps in cVT Nissan... Otherwise, everything is natural: the Yeti's gain of 1.5 seconds from zero to one hundred (9.0 versus 10.5) is provided by an extra 50 Nm of thrust (250 at 1500 versus 200 at 4400), a faster-firing transmission with less losses and an 8-strong power advantage.
Dynamic driving is quite natural for the Skoda, and its Japanese rival opposes this driving style, so spurring this Nissan is a thankless task. But the crossover is by default a car for a quiet ride, and here the situation unfolds 180 degrees. Smooth acceleration is equally good for both cars, but thanks to the type of transmission, Nissan's traction is smoother - after all, with soft and shallow pedaling, its variator turns from a gearbox into a gearbox. One single transmission. Yeti at this moment is already a little, but loses in comfort, and we have not yet reached the traffic jam. Having got into a traffic jam, the Czech crossover loses even more in the smoothness of the movement and inevitably for the robotic structure shakes during the start and switching. Although I must admit that the latest upgrades have made DSG better.
Yeti and Qashqai are prominent representatives of the European and Japanese schools of crossover, respectively. The first one is more technological, structurally more complicated, better executed in detail and more likely aimed at good roads. Qashqai is more conservative, melancholy, simpler (adjusted for age), but also somewhat better adapted to difficult road conditions
There are also questions about a quiet ride on the Yeti in an empty city - it's hard to get rid of the thought that the developers instead of the usual "sewn" eco-mode into its gearbox. In position D dSG box instantly climbs to the highest step possible at that moment and does not want to go down from it. In sports mode, Skoda is hysterically fast-firing, and the engine does not know the rpm below 3000. Where and when to drive a crossover in such modes - when a drag-race with a neighbor in a dispute over the last free parking space at the entrance? Qashqai listens more clearly and more sensitively to the needs of the driver: you cannot achieve sharpness and explosive dynamics from him, even if you trample the right pedal with both feet, but you don't have to ask twice if something happens. Definitely, this character is more suitable for a crossover, although the choice of a driver with an awl in ... the right heel is also easy: the restless Yeti will satisfy such ambitions.
Rear-view cameras of both vehicles are combined with virtual markings on the screen. Only in the Yeti (left photo) there is also a graphical indication of the operation of the parking sensors, while the Qashqai instead has a circular view system that takes up the whole screen. Parking radar Skoda even reacts to obstacles and distances that are not really worth paying attention to. On Qashqai, the all-round vision system starts automatically if the car thinks that it is too close to another road user or any stationary object. This option, and even so carefully executed, is really impressive on a crossover of this class.
Although if you love and know how not only to press the pedals, but also to steer, then it's probably better not to think about a crossover at all. Yeti has a steering that seems to be poured with effort, but the sense from it when driving fast a little: the main - and very significant - the steering wheel exerts resistance at low speeds (why?) and in small turning angles, and with an increase in the speed, the feedback becomes insufficient. Nissan's steering can be adjusted by digging through the menus to select Normal or Sport effort. With the same uninformativeness as with Yeti, there is no point in choosing an artificially tight "sport". Therefore, at least let us rejoice at the pliability of the steering wheel at parking and city speeds, when the checkbox is opposite the item “normal”.
What cannot be called normal in any way is the 19-inch wheels on the test Nissan. Suspension "Kashkaya" is not too energy-intensive anyway, and then there are such "rollers" ... Fortunately, you can refuse them and choose 17-inch ones: the feature of the complete sets is such that you still have to sacrifice the combination of "beige leather-alcantara" in favor of ordinary leather, but it will be possible to save 20 thousand rubles. The second test Qashqai with a 1.2-liter turbocharged engine and mechanics was just equipped with 17-inch wheels, so with its help we will judge the smoothness of the ride in comparison with the Yeti, which has disks of the same dimension.
Surprisingly, even at 17 inches (optional), the Skoda was unacceptably stiff! This is partly a matter of the height of the profile, which Nissan has more, but that does not justify the Czech crossover. The combination of tire size and suspension stiffness is not the best for a crossover, which by definition should be suitable for driving on any road. And this is not entirely about the Yeti: the suspension is elastic enough, but rigidly on the verge of discomfort fulfills typical urban irregularities such as recessed hatches and protruding speed bumps. Qashqai copes with them better, but the compression and rebound travels of the suspension are too small - no, no, yes, the chassis will grunt, you just have to drive a little more daringly over an obstacle or even a bend in the roadway. The conclusion is the same: the Yeti has more drive, while the Qashqai is focused on comfort.
Yeti is about the same with Qashqai convenient when parking close to the curbs in front: in front, under the bumpers at both 25-26 centimeters, and from the road to the skirts-mud flaps 21-22. But the rear of the Nissan is significantly higher above the road than the Skoda: it is 27 cm versus 24 from the asphalt to the muffler
Off-road, Qashqai outperforms Yeti solely due to ground clearance: 200 mm versus 180. The operation of the all-wheel drive itself does not raise any questions either there or there: the interaxle couplings distribute torque to rear wheels, and they are helped by an electronic imitation of blockages, which bites braking mechanisms skidding wheels. Both transmissions are reliable enough and will not fail if the attempt to leave the ambush is delayed within reasonable limits. At the same time, the Nissan Qashqai has a twist in the cabin that allows you to leave only front-wheel drive or forcibly block the clutch (in fact, it is useless, and Yuri Uryukov explained why in the material about the X-Trail), and the Yeti boasts an off-road mode Off-Road, which changes the car's reactions to gas for more delicate ones and includes a descent assist system from the mountain - Nissan has a similar one for the older X-Trail, but not the Qashqai.
In general, the Yeti gives a more light driving experience than the Qashqai: lower seating position (both of the car itself and the driver), more tenacious seats, and outwardly the Czech crossover seems more squat. The steering response is a little faster and more transparent, and the motor is more energetic than the Japanese. But does all this need a crossover? The Qashqai may look more sluggish on the go, but in most situations this sluggishness is more properly called comfort and fluidity. Let Japanese atmospheric engine and classic variator save less fuelthan the German technological "supercharger-robot" combination, but at the same time it will attract numerous conservative buyers. But, as always, prices will decide.
Our Qashqai in the top-end LE Sport configuration costs 1,647,000 rubles. If you put all the possible checkboxes in the Yeti configurator, you get the amount of 1,567,900 rubles. Taking into account the fact that the Qashqai is equipped a little richer, and you can also save 20 thousand by abandoning 19-inch wheels and leather-Alcantara trim in favor of slightly simpler options, then we can talk about the price parity of Nissan and Skoda stuffed to the limit. But if you choose the basic version, then the Yeti with all-wheel drive and powerful motor will cost significantly less than Qashqai: 1,242,000 rubles against 1,420,000. Therefore, buying priorities are simple: Yeti is faster and Qashqai is more comfortable. But if more important is the price and equipment, then when buying Yeti you can save more, and Qashqai, on the other hand, can be equipped with richer ones.
