Why are Japanese cars the heaviest in their class, but everyone says they are the lightest? It is either Otto or anti-human thinking to regard the car as a hero again these days. In the current environment of energy conservation and emission reduction, how to improve emission standards and improve the utilization rate of every drop of fuel is the most important. What kind of mixed injection, cylinder integrated exhaust manifold, small displacement turbine, cylinder changing technology, reducing friction resistance in cylinder are all developing in the direction of improving the efficiency of internal combustion engine. Of course, the automobile is a whole composed of thousands of parts, and the internal combustion engine is the direct consumer of fuel. Its fuel efficiency is obviously improved. Don't forget that the weight of the car also has a direct impact on fuel consumption. Therefore, the lightweight of car body and the improvement of thermal efficiency of internal combustion engine are parallel and complementary. Fortunately, with the rapid development of materials science, the passive safety of further lightweight car body can be improved through ultra-high rigid materials and more reasonable stress buffer structure design. At present, the weight reduction can no longer be limited to the main structure, and even the suspension swing arm, subframe and other parts are reducing weight by upgrading materials or stealing light holes. Although the car body is getting lighter and lighter, the safety is increasing, which means that the weight of the car body has little to do with the safety of the car. According to the latest product comparison of the current iteration, the curb weight of low-priced mid-level cars can basically be controlled below 1500, and the traditional American concept of weight has also been improved under the general E2XX platform. Both Mai Rui Bao XL and Regal have successfully lost weight, and only the eighth generation Camry based on TNGA platform architecture is slightly heavier, reaching 1530kg. Fortunately, Toyota has the world's highest thermal efficiency engine as compensation, as well as the top evaluation of North America's IIHS20 18 top safety PICK. Ten airbags, including knee airbags, are also the absolute conscience of the same level under TNGA. Objectively speaking, Japanese cars do not take advantage of the weight of cars, but are heavier, so "everyone" said that Japanese cars are mainly one-sided subjective feelings. This is related to the difference in vehicle adjustment. Most Japanese cars are light drivers, and their steering damping, initial dynamic response and output are lighter and faster than those of German cars. In particular, the differences in car silence, chassis isolation and high-speed driving stability are the reasons why most people think that European and American cars are generally heavier than Japanese cars. Undeniably, the feedback of steering damping and the ease of dealing with the shock absorption during ups and downs are the key to improve the quality of high-speed driving. Judging the weight of a car from the driving quality is as impersonal as judging the weight of a door by the strength of pushing and pulling it. The push and pull force of the door can be controlled by hinge damping, which has nothing to do with self-weight. Perhaps the traditional Japanese style gives consumers a frivolous subjective feeling, but you should know that the Camry under the TNGA framework tends to be "European" in terms of throttle response, steering damping gain adjustment and handling improvement brought by high rigid body, which makes you almost afraid to admit that it comes from Toyota. Japanese can gain a sense of subjective security through adjustment, but in that case, the personality differences of vehicle brands are homogenized. What are we talking about? (Yafu) @20 19