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<\/a><\/p>\nThe crossover has retained its recognizable brutal style, but has become noticeably larger than its predecessor. The length has grown from 4836 mm to 4980 mm, the width – from 1910 to 1950 mm, and the height of the crossover has symbolically added 10 mm (now 1780 mm). The new range has petrol and hybrid versions, which differ in design<\/a>. The hybrid is easily identified by retractable door handles and a more formidable design of the front end: the toothy radiator grill here extends from the hood to the lower edge of the bumper, and the length reaches 5015 mm.<\/p>\n The characteristic design of the headlights with four diode blocks under a single glass is complemented by a new feature. Each block has an individual cap: the servo opens them when the head light is turned on. The company did not explain why the headlights were so complicated, but the process of switching on looks fascinating.<\/p>\n The wheelbase has been increased from 2800 to 2920 mm. It is now based on the GPMA (Global Platform Modular Architecture) modular platform, which appeared two years ago with the GAC Trumpchi GS4 compact crossover. Although the chassis architecture has not changed: a transverse engine, a “main” front-wheel drive, McPherson struts in front, a multi-link rear. The body is completely new, and it consists of 60% high-strength steels, and in the rear of the cabin there is now a flat floor without a central tunnel.<\/p>\n There are no analog buttons and switches left on the front panel: the “music” and climate control are fully integrated into the media system with a 14.6-inch screen and the Adigo 4.0 operating system. Instruments are drawn on a 12.3-inch display, there is a projection screen, and contour lighting has 32 colors to choose from.<\/p>\n The new GAC GS8 is offered with three interior options for five, six or seven seats. The last two have three rows of seats and differ in the second row: two separate armchairs or a triple sofa. For individual seats, the backrest can be folded back 41 degrees and taken to a semi-recumbent position.<\/p>\n The basic version, as before, has a 2.0 TGDI petrol turbo engine with direct injection. It produces 252 hp. (cars for lately now have derated engines), but the torque has been increased from 390 to 400 Nm, and instead of a six-speed “automatic” now there is an eight-speed Aisin. Drive – front or all-wheel drive, with a BorgWarner electro-hydraulic clutch on the rear axle (it closes 25% faster than the previous model).<\/p>\n The hybrid is equipped with the same two-liter turbo engine, but adapted to work on the Atkinson economy cycle, so the output is reduced to 190 hp. and 320 Nm. And instead of a gearbox, there is an electromechanical variator THS (Toyota Hybrid System) of the fourth generation, familiar from Toyota and Lexus cars. GAC and Toyota have a long history of cooperation in China and have a joint venture to produce cars for the local market, so the use of hybrid components is quite legal.<\/p>\n The front electric motor develops 182 hp. and 270 Nm, but, like Toyota hybrids, the electronics smoothly vary the output of the two engines, so their performance cannot be added. The peak power of the system is 237 hp, the torque is 391 Nm. For a surcharge, an all-wheel drive E-Four with a separate electric motor on the rear axle (54 hp, 121 Nm) is offered. The capacity of the traction battery is modest, so in electric mode, such a GAC \u200b\u200bwill travel only 1-2 km, but the passport fuel consumption is only 5.9 l \/ 100 km in the WLTP cycle. The all-wheel drive hybrid can accelerate to “hundreds” in 6.9 seconds.<\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n