Outside in 2018. The Tesla roadster is roaming the universe, European cities are banning diesel cars, taxi companies are testing self-driving cars. And at the same time in southern Africa, in Namibia, we have an SUV with a frame, a diesel engine and a dependent suspension.
Moreover, the pradik is not at all old, but fresh after a recent upgrade in 2017. New design, several new features in electronics. But for the local Africans, as well as for us, the main thing is that he has retained the classic design, is ready to travel everywhere and for a long time, and after all this, he will also be able to sell for good money.
Is it an old acquaintance J150?
Say "Meet!" not quite right. This is the same "150th", first introduced to the world in 2009. Yes, he has changed once again, and noticeably. It can only be confused with when viewed from the side.
More changes in the exterior and interior, less in electronics and hardware. Yes, new colors. Perhaps the main result of these changes is that Prado began to look more like the older brother TLK 200. The changes clearly benefited him, however, on the other hand, the car lost some zest. Let's say, in the new design there are no "leaky" headlights now, but ... hmm ... is it worth regretting this?
The updated pradik is easy to catch a glance in the stream of cars. The rear lights immediately stand out - LED with C-shaped red elements on a dark background. The wide autographed chrome molding between the emblem and license plate has been preserved, it has become only a little more modest.
In the front, there are more differences, or rather, everything has changed here. The new engine compartment is covered by a double-humped hood, made in the manner of the Land Cruiser 200. You can’t say about the new headlights and radiator grille that they were drawn with some kind of smooth lines. No, these are strokes, clear, directed, jerky. But the peculiarity of Prado remained the lattice ribs standing vertically. Daytime running lights no longer hang in icicles somewhere below, and the headlights are no longer bulging. Instead of bathyscaphe portholes, there are now chopped lines and underlined LED filling. The new optics required changing the front fenders, and the front bumper was different with stylish foglights, predatory peeking out of the recesses, like moray eels from their holes.
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The “face” of the updated Prado has changed the most
The design of the new headlights is strict, no more flowing lines
Restyled Prados are being painted in new colors, but white still looks great and the car looks great
In "empty" configurations, halogen headlights. DRL inside the block, on LEDs
But the rear lights are all the same and LED
Globally, the back of Pradik has not changed and is instantly recognizable
Well, and more on the exterior: a new design option for rims
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Changes in design slightly affected the dimensions. The length of the body has grown by 60 mm, while the width, on the contrary, has decreased by 30 mm. The wheelbase and frame were not touched during the modernization.
Updated Prado and a new key. The functionality is the same - three buttons and keyless entry in top versions. In the body of the remote control is a traditional key sting. The only difference is the design of the key fob, like all the latest Toyotas.
In tests, under the hood of all cars there was a 2.8 liter turbodiesel. In Kazakhstan, as before, such Prados are not sold. Those who wish will have to bring a car from Russia - there you are welcome. Not everyone will regret such a restriction, but some will definitely. After all, it is with the Prado diesel that it is still an authentic SUV with excellent traction, moderate appetite and, as a result, a solid power reserve on one tank.
Three days of off-road ahead. Getting comfortable
Driving an SUV, I reflexively take the position of a tractor driver - my legs are bent at the knees, my back is straight. Almost. This landing allows you to well control the situation on the road.
There is less pathos in the cabin, the steering wheel is from the Kruzak and more functionality For the first time being in the driver's seat, I literally fell to the bottom of the cabin. Either the previous rider was a giant, or he imagined himself behind the wheel of a sports car. Raised the back - better, but ... And a minute later for the first time he said: "Wow!" It was worth holding down the key, and the pillow quickly and almost silently rose to the desired height. In general, as you understand, the adjustment range is huge! A couple more settings for the backrest, lumbar support, steering wheel - and everything became almost perfect. Only the distance between the side support rollers is too large. Probably designed for a wider back ... Or a hint that I still need to grow up to Prado.
What has changed in the Prado 150 cabin?
Changes in the cabin of the new Prado are addressed primarily to the driver and front passenger. Let's start with the fact that the seats of both are now not only heated, but also ventilated. The center console no longer rises like a monumental rock in the middle of the cabin. She did not stop hanging around, but she became more accurate and, together with the 8-inch multimedia screen, shifted 25 mm down. It looks good, only the screen glare in bright daylight.
In the former interior there was so much wood that it would be enough to heat a samovar. The new one has lost the atmosphere of a party cabinet, which is great. We worked on ergonomics, the knobs and buttons became better. It is convenient to use, they look good, but the cleanliness in the cabin will have to be monitored more carefully.
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Front panel materials in the spirit of the times. Nothing outstanding, but without frankly hard plastic cost
The air ducts of the center console have become less monumental - the panel has dropped down, but the screen still asks under the visor to protect it from glare
Near the automatic transmission lever are the keys for selecting transmission modes from Eco to Sport +. This is not one key, but three. The middle one turns on Normal mode and nothing else. So, you need to be able to return the car to normal mode quickly and without looking? For what?
Another feature of the new Prado is the ventilation of the front seats. The new block of krutilok really ate more than a quarter of the niche for small things
The hospitable front seats are comfortable, but seem to hint that the driver and front passenger do not have to deal with excess weight.
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The climate control unit has lost the temperature knobs, instead of them there are buttons. They have become larger, their location has changed, and Toyota finally said goodbye to the old half-sighted screen. The new display is also from the classic - monochrome, but better displays the settings. Everything is intuitive, and even adjusting the temperature without taking your eyes off the road is still possible. The usual electronic clock visible from anywhere in the cabin has not disappeared. Yes, they are old-fashioned, but sometimes I want to say special thanks for the fact that this part of the screen shows the time and nothing but time.
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The interior is filled with handles that are comfortable to grab when needed. Even the driver's desk has one
Previously, this section of the panel was trimmed with plastic wood - which is why the lower console looked like a wardrobe. Now leather trim. Prettier and more pleasant to the touch
Symmetric center console equally accessible to driver and front passenger
The new Prado instrument panel - now without wells. Fuel and temperature gauges moved to the top
The top versions of the Prado have three-zone climate control. The weather in the rear is separately regulated
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The new steering wheel was thrown here from the TLC 200, so that the owners of the pradiks for a while would forget that they did not have a “two hundred”. The steering wheel is comfortable, it is decorated with “wood-like” inserts at the top and bottom, they do not help or interfere with driving, but you had to get used to the control keys. The new instrument panel has lost its massive silver wells, which made it simpler and prettier. In fact, the focus is on the updated multifunctional color display, and there is no need for extra embellishments around it.
Off-road help, but not a tow truck
In the center, in the same place as before, is the transmission control unit. Instead of one large rotating disk, there are now two, and the keys frame them.
An empty key in the lower right corner may mean the presence of another updated Prado chip - a Torsen limited-slip differential in the rear gearbox. In other versions, there may be a button for forced activation of the rear diflok However, it is worth taking a closer look and it becomes clear that the lower lamb now switches transmission modes (they used to be switched by a lever on the right side), and the upper one is responsible for selecting the Multi Terrain Select (MTS) mode or the speed of the Crawl Control system. In our version, by the way, there was no forced locking of the rear differential, so the lower right key turned out to be empty. And yes, among the MTS modes there is a new one. But all you need to know about it is called Auto, that is, the system is as automated as possible and adapts itself to different coverages.
Off-road Namibia and Multi Terrain Select
In terms of hardware, there is nothing globally new in Prados off-road equipment, but it was interesting to test it in Namibia. In three days we drove a very interesting route, which included different types of sand, rocky slopes, narrow rocky slopes, swampy riverbeds and dirt roads with a characteristic ridge.
The car honestly deserved my second “wow” for driving on a primer with a “washboard” type coating. Knowing how a furious comb can shake the soul out of the driver and passengers (as well as some details from the design of the car), at first I did not believe my eyes. We see it, we drive along it, but for some reason we don’t feel it fully. And at any speed the result is the same. The comb for this machine is not a problem, and that's cool. The suspension is adjustable and independently adapts to different loads, and additional air springs in the springs add stability to the back.
Now about electronic assistants, access to which opens the MTS key. It's great here, too, and here's why. We are driving on wet sand on the Atlantic coast, instructors demand that the transmission be set to “Mud and Sand” and control tire pressure. But it doesn't work for us. As it turned out later, the transmitters in the wheels were not coordinated with the on-board computer. But nothing - we passed. Another example. There is a rocky road ahead, going up rather steeply. Here, the instructors also ask you to activate the "Rocks" mode. OK. I deliberately switch the transmission to the first “Mud and Sand” mode from the flashlight, and we successfully climb up. I suspect that the new "Auto" mode, where the car is supposed to adapt itself to the surface on which it rides, is ideal for most unenlightened drivers. And for this new feature, I will add a Prado plus sign.
Here it is worth mentioning that the Crawl Control mode goes beyond my slightly ironic attitude towards electronic helpers. It is definitely worth activating if you have to move along a rocky ascent or descent with large boulders or a very pronounced terrain. In this case, the electronics takes care of the most difficult thing - maintaining uniform traction and smooth braking, in addition, it correctly distributes the torque, blocking the suspended wheels. The speed of movement is selected by the upper lamb on the center console. True, there should already be such off-road hardcore under the wheels, into which not many Prado drivers will climb. Crawl Control is not the mode in which the car itself will overcome a difficult area of mud or snow. It shouldn't be overestimated.
The off-road of Namibia looks like a typical Balkhash region: a reddish semi-desert, where low mountains are in the background. There are a lot of sharp stones, sand, winding and narrow serpentines, an international comb on dirt roads, mud patches in the gorges. And yes, we were in the dry season.
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The photo shows how the electronic helper helps to go down the mountain. The slope is decent, the assistant worked as it should
On the rises, the diesel behaves well. Maximum torque available from 1600 rpm
Under water, in most cases, there is hard sand, but there was still a section of serious dirt in the “no room for error” style. The mechanics helped, but the electronics did not prevent it from being driven the way it should be.
The combination of a solid axle at the rear and independent suspension at the front results in long wheel travel. Fully independent suspension no longer gives such articulation
The famous Skeleton Coast on the Atlantic coast was chosen for a banal demonstration of how the Prado moves on the sand
Sharp stones often caused punctures in the cars of our colleagues. The standard tires have a low profile (of course, the wheels are R18!) And the sidewall is weak for such roads
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The next really useful feature is all-round cameras. In our case, they came in handy while driving along a narrow and winding rocky hollow. In such conditions, you suddenly realize that Prado, it turns out, is big, as well as new and expensive. And a scratch on a fender painted in the awesome deep signature black emerald color will cost quite a bit. Usually they kick the navigator out of the car, let him lead ...
The very case when the circular view functionality came in handy. It would be more difficult to drive here and not scratch the car without it. And you can turn on the all-round cameras and drive, watching the distance between the bumper and the rock (or abyss) on the central monitor. From the pleasant - there are now two display modes, in one of them, under the unpretentious name "Transparent Hood", you can even see what is happening under the front wheels. But on a sunny day, the screen glares, the resolution of either the cameras or the screen is not enough, in general, you should not rely on it entirely.
You can display two modes of displaying what is happening around the car on the screen. Switched by a button on the right under the steering wheel. But the image quality is not very good. On road
Behavior on the track "150" has not changed. As they say, restyling does not affect the maximum speed. I just drew attention to the adaptive cruise control with the function of keeping the distance to the car in front. I don't remember pradiks having it before. However, whether they had it or not, such a function is not offered for our market.
Among other things, I would highlight the good old KDSS (Kinetic Dynamic Suspension System). It is she who makes it possible to pile on a bridge car with a high center of gravity along a winding road and not worry too much about rolls and the danger of rolling over. Hydraulic rams front and rear in the stabilizer mounts keep them from moving and twisting, making the suspension stiffer. In Namibia, we had enough turns and not too strict control over compliance with traffic rules (more precisely, there were restrictions, but we never met the police) to evaluate the operation of this system. It gives the second plus on off-road - it completely turns off the hydraulics of the anti-roll bars, which significantly increases the rear suspension travel. Hanging Prado is another task.
In the city
Paradoxically, but the majority of these "rogues" in Kazakhstan are destined for a peaceful life in the city. A high seating position and decent noise isolation provide comfort in the stream, the cabin filter copes well with atmospheric air pollution. We were convinced of the latter in Namibia with constant movement in a convoy along dusty roads.
Another attribute of an SUV is a lot of comfortable handles. They seem to be intended for off-road, but are simply irreplaceable when it comes to boarding or disembarking the elderly. Spacious, especially seven-seater, the cabin is conducive to family travel at any distance, while you can comfortably accommodate anywhere. In expensive trim levels, the rear passengers are provided with a Blu Ray player with a monitor, so you won’t be bored.
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At the rear, practical solutions like meshes and plastic panels on the back of the front seats attract attention.
The unfolded third row allows you to sit on it almost comfortably. Yes, be careful when you go there. The vigorous swoop of the folding backrest of the second-row seat has not gone away
Folds and unfolds the third row with a button. Hypothetically, this should be convenient, but in fact this configuration raises the level of the floor and increases the loading height.
But with the folded backs of the second row, an almost flat floor is formed.
A convenient feature is that there is a 220 V outlet in the trunk. Of course, you can’t connect an electric kettle to it, but for all kinds of charges, an air mattress compressor and even carrying it will go
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A number of pleasant systems are designed to make life easier for the driver in the city. In addition to the all-round cameras, Prado is equipped with parking sensors in a circle: the side mirrors automatically tilt down when reverse gear is engaged, in addition, the rear cross-traffic alert (RCTA) system helps the driver. The blind spot tracking system will also be useful for a rather big SUV.
What is the result?
Every day during the test drive, we drove off-road quite a serious route - under the scorching sun, in the desert, in the mountains, admiring the wonderful views that open from all sides. It was a great trip! But it could be different if there was something wrong with the cinema hall from which we watched all these beauties.
While driving, the car did not divert our attention to itself. Passengers didn’t struggle with climate control adjustments, the seats didn’t press on their sides or anywhere else, their legs didn’t numb in an uncomfortable position, the suspension didn’t shake out the soul on bad roads, and we didn’t get stuck anywhere at all. After a whole day of taxiing and everything that was said above, we left the cabin cheerful and generally ready to drive the same amount more.
Liked
- Good handling on the road
Prado is one of the frame bridge dinosaurs on the road, which nevertheless stands confidently in a turn. - Powerful and economical engine
The diesel engine is what you need on long trips and travels. It's a pity that because of the lousy diesel fuel we can't see him yet. - Large power reserve
Applicable to the diesel version, one 87-liter tank will last a long time. - Energy-intensive suspension
By car, you can safely pile on the roads and off them. A real SUV does not care about a comb and more serious potholes. - Nice appearance
Prado has not turned into a hand-written handsome man, but has freshened up, pulled himself up and, on the whole, looks pretty good. - Comfortable lounge
A matter of taste, but neither ergonomics nor design bothered me in the Prado salon. The salon has become more modest, stylish and functional at the same time. - The presence of a third row of seats
It's cool to be able to carry many passengers in one car. - Excellent cross
Frame, bridge, honest four-wheel drive, locks, large suspension travel and good geometric cross-country ability - even without electronic assistants, there is everything you need on the road. - Great potential for off-road tuning
The Prado is already good off-road, but it's easy to make it even better. An Australian suspension, a roof rack, a spare wheel for the gate, and instead of a spare wheel, an additional tank or gas cylinder. Add to this power bumpers, a winch, mud rubber - and even now on an expedition. However, it will not become less urban.
Did not like
- High boot floor with third row seats folded down
The decision to raise the floor to disguise the folded seats is due to their electrification and perhaps aesthetics. But I'd rather manually flip them out of the way the old fashioned way than sacrifice that much volume. - Tiny luggage space with third-row seats folded down
The problem of most 7-seater cars. When the third row is unfolded, there is no space left in the trunk. - Glare media screen
On a sunny day, it can be problematic to see what's on the screen. - Low resolution 360 degree image
I don’t dare to say whether it’s the cameras or the screen, but it’s clearly not worth relying on the screen image alone at a crucial moment.
Complete set
In Kazakhstan, Prado is available in six trim levels, two of which come with a 4-liter engine: a 5-seater Prestige (from 22 million) and Lux (from 25.4 million tenge).
The 7-seat Prestige starts at $18.7 million. It has pretty much everything you could want from a model, but it only comes with a 2.7-liter engine.
The simplest and cheapest version of "Terra" (from 13.5 million tenge) offers steel wheels, a polyurethane steering wheel, air conditioning, a 5-speed manual and a spartan central panel with a car radio instead of a multimedia combine with a large display. There is no MTS system, its place was taken by a niche with a cover with a single lamb for switching drive types at the very base of the panel.
Versions with a diesel engine are not sold in Kazakhstan, however, in Russia with a diesel engine, you can purchase the version of Elegance, which is absent in the Kazakh lineup, at a price of 3.2 million rubles.
Classmates
It is not in vain that Toyota engineers emphasize that Prado is the only SUV in the class with a frame separate from the body. There really are no direct competitors. But if you approach it exactly as an SUV, then the Land Cruiser 200 and Mitsubishi Pajero Sport can be called competitors.
Engine range
Three engines are installed under the hood of Prado in different variations and adapted to different markets, but these are generally familiar two atmospheric gasoline engines 2TR-FE 2.7 l (161 hp), 1GR-FE 4 l (249 hp). - especially for the CIS and 282 hp - for others) and one 1GD-FTV turbodiesel (177 hp) with a volume of 2.8 liters.
Specifications
| Mass of the towed trailer | |
| With brake system, kg | 3 000 |
| Without brakes, kg | 750 |
Toyota Land Cruiser PradoToyota RAV4
Whole photo session
The VSC stabilization system on dirt roads, on the contrary, is in no hurry to interfere with the driver's actions. Accelerate to about 60 km / h and try to make some sharp turns. You will note, first of all, the fact that the car skillfully "stabilizes" itself, and the electronics begin to interfere in the process only closer to 80 km / h. But the inner voice will remind you of the danger earlier than the "smart" VSC.
Born to crawl
Toyota Land Cruiser Prado is one of the few SUVs that has retained a powerful spar frame and a permanent all-wheel drive system with a reduction range in the transmission, as well as the functions of forced locking of the center and rear differentials. Geometric parameters also contribute to high cross-country ability: the angles of entry, exit and ramps, which are 32, 25 and 22 degrees. The gradeability is 42 degrees and the available wading depth for this vehicle is 700mm.
I didn't manage to cross at least one ford. But I remembered the place where I experienced off-road capabilities. Why not try out Prado's abilities in the same sand trap? True, the situation was complicated by the fact that our acquaintance, the village tractor driver Volodya, finally broke his vehicle, and we could not count on his help.
In September, sales of Toyota Land Cruiser Prado increased by 20.3 percent compared to September last year. Only UAZ Patriot showed greater growth, and only four models turned out to be in the black. At the end of September, Prado ranked seventh in sales among models in the SUV segment.
And it is not necessary! Like the Lexus, the Crawl Control system can be used in the Prado, and it will help, maintaining a uniform speed, both to go down the slope and climb it. "Washer"-selector allows you to select the desired speed. When choosing the smallest division (the "washer" is turned to the left until it stops), the car crawls as slowly as possible. The slope in the sand pit allows you to move at the "second" speed. The crackling from under the bottom is simply merciless, but this is normal: this is how the mechanisms involved work.
Too easy? As in the case of the Lexus, I turn off the Crawl Control and activate the MTS system. (Multi Terrain Select), offering a choice of five driving modes depending on off-road conditions: Rock (rocks), Rock & Dirt (rocks and mud), Loose & Rock (rocks and gravel), Mogul (bumps), Mud & Sand (dirt and sand). Activation of the system is possible only after selecting a reduction range in the transmission. I stop on the "Mud and Sand" mode and take control of the car in my own hands.
However, my hands seem to be less "experienced" than the Crawl Control system. If without my intervention the car crawled up the slope confidently, then with my participation it quickly got up. I'm not able to dispense traction so skillfully, and, barely resting on the bend, the front wheels began to dig in, and behind them the rear ones. What do we have with the traction control system? But nothing: when you turn on the lower row, it is automatically deactivated.
We managed to get out, only slightly changing the trajectory of movement and choosing a more gentle slope. No, it's still somehow unconvincing. It would be necessary to find conditions more abruptly - and I risk directing the car diagonally to the side slope of the pit. Let at least hang out diagonally.
Didn't hang out. Its suspension travels are simply huge, and none of the rear wheels hung in the air. But in fact, before that it was very close, just the left rear wheel was buried quite deeply in the sand. Well, I missed being stuck here. The thought of an inaccessible tractor runs coldly. Shall we backtrack? Alas, yes. The left rear wheel easily leaves the trap dug by him. Wow, it's gone. And it might not pass. Or couldn't?
The same thing happens on a back forest road, where I “lower” the Prado into a hole dug by a skidder. No, how harmless it all looks in the photographs ... If I tried to poke my head here in a car and even in a crossover, I would have left it here. For Prado, it seems, work at the logging site is completely unimportant.
Then we climb the grassy slopes several times, both using the Crawl Control system and turning it off. What can I say about her work other than calling it excellent? There are only two points. Firstly, the Prado has a long rear overhang (it fits a full-size spare tire), and with this overhang the car can cling to the ground at the beginning of a steep climb. But this is half the trouble. Worse, if you leave the car on a steep slope, get out to take a photo, and come back to find a warning on the instrument panel: “Low engine oil”. This is really fraught with trouble, so in the future I tried not to linger on the slopes, and the alarming inscription no longer appeared. By the way, the oil level was actually normal.
The claimed ground clearance of the restyled Prado is 215 mm. To be honest, having “traveled” like a plastuna under the car, I did not find such a clearance. Here are the results of my measurements: under the rear axle crankcase 220 mm, under the "overhead" thresholds 315 mm, under the fuel tank 250 mm, under the crankcase - about 200 mm. The protection is made with slots in the front, protected by a metal mesh. It is noticeable that dirt is stuck in this grid: it looks like the car got it in one of the previous tests ... The fuel tank, like the engine compartment, is protected from below by a strong sheet, but holes are made in this sheet, apparently for water drainage. If a pebble gets stuck in such a hole, it can wipe through the tank over time.
However, such cases are known to me from another SUV model. Prado owners of the 150 generation do not complain about this. The advantages of this car include the general reliability of Toyota models, Japanese assembly, high-quality and relatively inexpensive service, relative efficiency and “range” (the diesel version can cover up to 1100 km at one gas station), an extremely slow price reduction for used Prado copies, as well as general convenience, practicality and high off-road qualities of the model. What's not to like? Woodgrain inserts in the interior, a confusing off-road control interface, a lack of containers for small things in the trunk, an “empty” steering wheel and a weak diesel engine are considered clumsy. Owners of cars with three-liter engines even managed to chip them, increasing power by 40 hp at once. With. I think that the same fate awaits new engines: well, few of us still put environmental parameters in the first place, give the majority power and prestige.
Yes, perhaps, in terms of the power of the new 2.8-liter diesel GD, these people can be understood. And in terms of prestige… Lexus GX 460 would probably be more suitable for them. A trip to nature on the Prado is really not very similar to a picnic with a crystal service, this car captivates with a kind of “everyday life”, is evidence not of luxury, but of a high quality of life, a symbol of one’s own dignity of the owner.
Prices for the restyled Prado start at 2 million rubles, but the basic version will have a fabric interior, a manual transmission, and the MTS and Crawl Control systems will not be included in the package. But there will remain hard locks of the "center" and the rear axle, as well as a downshift - with such "weapons" the car is also capable of much. In capable hands, of course. Well, the most expensive Prado, with a 4.0-liter gasoline engine, a six-band "automatic", seven seats in the cabin (the third row folds and unfolds with the help of electric drives), as well as with all conceivable and inconceivable comfort attributes and off-road tools, will pull almost 3.3 million rubles. If I had to choose, I would choose one of the “medium” diesel versions, maybe without leather seat trim, but with “multi-terrain” and “crawl control”. These systems are definitely worth the extra price.
Author Andrey Ladygin, columnist for the portal "MotorPage" Edition site Photo photo of the author
What makes Toyota and Lexus SUVs so popular? Land Cruiser, Prado, GX, LX, even Hilux prove their versatility on our roads year after year. They prove it first of all where there are no roads or never have been. Patency and smoothness on Russian roads are of paramount importance, and Japanese SUVs possess these qualities. However, representatives of other well-known brands also have them. What makes Toyota cars so special? One of the secrets will be revealed in this short review.
What is Crawl Control?
Crawl Control is an electronic off-road assistance system. Like any control system, it operates primarily based on sensor readings. In some ways, Crawl Control is reminiscent of cruise control adapted for off-road: the driver chooses the direction, and then the car drives itself. Only cruise control is used only on flat and empty freeways, and Crawl Control, on the contrary, is designed to work off-road. The complexity of these systems is incomparable. In the case of a cruise system, control is carried out by reading the speed sensor. One sensor, worth noting. How many sensors are used to stabilize the position of a Toyota car is anyone's guess. Perhaps some of the principles here were borrowed from walking robots - there are many examples of how robots move independently on uneven surfaces, climb hills and overcome other obstacles. However, for each robot, the creator wrote his own algorithm of work and individual design, and the Crawl Control system can be installed on almost any Toyota car.
In fact, there is no detailed information about the principles of operation of Crawl Control - this is a truly unique development by Toyota, and its creators carefully keep all important information about the system in secret.
How does it work?
In order to use Crawl Control, you do not need to know anything about it - just press one of the buttons under the on-board computer display. Be that as it may, drivers have already appreciated the convenience of the off-road assistance system in practice, and we have a lot of evidence of how the system works. It took an Arab driver three minutes to get out of a deep sandy pit, four minutes our compatriot got out of a ditch with clay banks. Rain and clay, snow and the edge of the forest, deep sand dunes - there is no such place from which Crawl Control will not take you out, unless you are in a swamp. Even in this case, however, one cannot be sure of anything. It is worth seeing this system in action - and you begin to believe that the future has come. Crawl Control will take you out of any hole that fate has led you into - just one click of a button, and your Toyota or Lexus will confidently stand on solid ground. And if the violent off-road did not pass without a trace for the car - come to the car service in Mitino “Toyota Land Cruiser Club”, we and we will help to fix the breakdown.
The hype regarding the Toyota Prado 150 has subsided, because enough time has passed since the Frankfurt presentation in 2009, where the new SUV was introduced. 150 model has undergone the only restyling in 2013.
The fourth generation Prado continues to be compared with the previous 120 version. It was impossible to avoid comparison with other best SUVs of competing companies (Jeep Grand Cherokee, Ford Explorer, Nissan Pathfinder). Most experts and drivers are of the same opinion - Prado 150 from Toyota Motor Corporation definitely turned out. The car is solid, reliable and comfortable. In confirmation of this, there is a stable popularity for new Prados and cars that were already in use.
Limited Time Edition
In 2013, the production of the fourth generation Toyota Land Cruiser Prado 150, intended for the Russian market, began in Vladivostok. After two years, in the summer of 2015, the Russian-Japanese agreement regarding the assembly of the Prado in Russia was terminated and production ceased. Since then, cars have been delivered to Russia directly from Japan, so there can be no complaints about their quality. There are no fundamental differences from cars intended for the European and Asian markets.
Land Cruiser Prado 150 is a logical continuation of the previous third generation. Prado, as a brand, was formed precisely in the 120 Series. Therefore, the 150 was built on the same platform as the Prado 120 and Toyota 4Runner. But there are still some differences. The frame spars for reinforcement were bent in a special way and an additional beam was installed. This made it possible to increase the torsional rigidity of the structure and increase the safety of people in the cabin.
The external dimensions of the Land Cruiser Prado 150 were increased to a seven-seater version due to the large body dimensions with the main platform unchanged. The SUV is available in two versions with 5 and 7 seats. The last row is not as comfortable as the front two, but if necessary, two people can freely sit in it. In the 7-seater configuration, the SUV has a trunk - small, only 104 liters, but there is. The maximum amount of space with the second and third rows folded is 2 cubic meters.
Since 2015, the Land Cruiser 150 has been offered in the Russian Federation in 6 basic trim levels: Standard, Comfort, Elegance, Prestige, Prestige + and Suite. In the last three, the manufacturer has offered chairs covered in natural leather with power and heating, but without a memory function, other attractive options. Initially, the interior had two colors - light and black, a little later another one was added - brown. On the front panel is a four-inch touchscreen multifunction display.
For a comfortable stay in the cabin of the car is equipped with a three-zone climate control. The new version received better finishing materials (pleasant and soft to the touch) and a modern design. The interior of the Land Cruiser Prado 150 did not receive cardinal changes compared to the previous modification, and this, in fact, was not required.
Technical features
The Land Cruiser Prado 150 is an all-wheel drive frame SUV that has received more than one special feature to improve performance. KDSS (Kinetic Dynamic Suspension System). This innovative electronics allows you to maintain a horizontal position of the body when driving over bumps. It is especially useful when changing lanes while driving on the highway. The body stabilization system changes the stiffness of the hydraulic anti-roll bars when passing difficult sections. It does this very quickly and efficiently.
In addition to KDSS, a CC (Crawl Control) system is installed. It can also be found on premium Lexus SUVs. For a long time moving along a section with difficult terrain after turning on the SS, the driver does not need to press the brake or gas pedal. The system does this for him, allowing him to concentrate on management as much as possible. A constant speed of up to 10 km/h will be automatically maintained. There are several speed modes that are set manually.
The Toyota LC 150 also has a Multi-terrain Select system. A similar electronic algorithm called Terrain Response can be found on the Land Rover Discovery in the SE version. The device operates in one of four modes (mud and sand, stones and gravel, mounds and potholes, rocks). Management can be carried out in advance or while driving. The buttons are located on the right side of the steering wheel, which is very convenient.
The principle of operation is that after selecting one of the modes, pressing the accelerator optimizes the torque and brakes the wheels depending on the terrain. This allows you to easily overcome the most difficult obstacles.
The Toyota Land Cruiser 150 is equipped with an AVS (Adaptive Variable Suspension) adaptive suspension that operates in one of three modes: Sport, Normal or Comfort. In combination with AHC (Active Heiht Control Suspension) - the system responsible for the rear air suspension, the SUV can increase ground clearance under the rear axle in the range of 7 cm (4 cm up and 3 cm down).
Electronic assistants are also provided:
- slip system A-TRC (Active Traction Control);
- hill start assistant HAC (Hill Start Assist Control);
- hill descent assistant DAC (HillDescent Control).
This set, combined with a frame structure, a permanent all-wheel drive system with a Torsen central differential, a forced locking of the central diff with sufficiently powerful motors, complemented by reliable gearboxes, once again emphasizes the high off-road qualities of the Land Cruiser 150.
There is always a choice
In the minimum configuration, three different engines were installed on the Toyota Land Cruiser Prado 150 - two gasoline and one diesel. As the main motor, the designers proposed 2TR-FE. 16 valves with a size of 2695 cm3 (2.7 l) with a power of 165 hp. with a maximum torque of 246 Nm at 3700 rpm. It was equipped with two gearboxes: mechanics for five positions and automatic for four.
On the territory of Russia, the Toyota Land Cruiser 150 is rarely found with a 6-cylinder 4-liter (3956 cm3) 1GR-FE gasoline engine with a power of 282 hp. and automatic transmission in 5 positions. They are more in demand in the Middle East. This is due to the great gluttony.
The first engine modifications were introduced back in 2002, since then it has been constantly improved and currently produces 377 Nm at 3700 rpm. In 9.2 seconds, the SUV overcomes the mark of 100 km / h, and the maximum speed is 180 km / h. On the highway, the engine consumes about 12.3 liters, and in the city for 100 km it may take from 15 to 18 liters of gasoline, depending on the traffic situation.
Regarding the diesel variant, it should be noted that it has been replaced. Replaced the 3-liter engine unit 1GD-FTV with a volume of 2.8 liters. Having lost a little in volume, the installation has added power, now it is 177 hp. (+20 hp) with a torque of 450 Nm at 2400 rpm. In combination with a 6-speed automatic, the turbodiesel is no doubt strong. He is perfectly balanced. This is especially felt when working at low speeds.
Compared to the previous motor, about 10% of torque has been added. Land Cruiser Prado 150 fuel consumption decreased by 8% and now stands at 7.4 liters in mixed mode. As tests show, it can increase to 9-10 liters. Off-road, an increase in consumption by 1-2 liters is possible, which was to be expected, but this is not critical.
After restyling, the technical characteristics of the Toyota Land Cruiser Prado 150 have significantly improved. This was reflected in the operation of the inter-cooler, the working pressure increased to 2200 bar. The fuel combustion and emission system has been modernized. After the modifications, the SUV began to comply with the Euro 5 standard. For European drivers, an even more powerful 1KD-FTV diesel engine with a capacity of 190 hp is offered.
There is always a choice
In off-road conditions, an SUV equipped with a diesel unit should be preferred. This choice is due to the higher torque, especially at low speeds. When overcoming rough terrain, this is more important than engine power.
You should not count on the speed qualities of the Toyota Prado 150. This becomes clear after a test drive, which is confirmed by the instrument panel, steering wheel. They have a minimum of information and controls. The car accelerates very slowly when driving on the highway. This is due to the installed continuous axle and a fairly large unsprung mass. The suspension overcomes bumps hard (after all, a frame), but the cross-country ability remains at a high level.
For operation in urban conditions, you can give preference to a turbocharged diesel version. In this case, the five-speed automatic transmission demonstrates good dynamic performance. In addition, it is more economical, and this is important in the conditions of the city. Despite the high-quality vibration and noise insulation, the diesel engine runs louder than the gasoline unit.
Toyota Land Cruiser 150 was introduced at the peak of popularity of the 120 series, when sales of the younger brother crossed the mark of 6 million units. In collaboration with the French designers from Atelier ED2, we managed to combine the individual style of the LC 150 and maintain traditional quality. Today it is supplied to 178 countries of the world. And true connoisseurs of off-road qualities order the first generation Toyota Land Cruiser, which is still manufactured at the Tahara plant.
Produced since February 2013, including in Russia (in Vladivostok), Prado has three engines: petrol 2.7-liter 2TR-FE (163 hp, 246 Nm) and 4.0-liter 1GR-FE (282 l .s, 387 Nm), as well as a three-liter 1KD-FTV diesel engine (173 hp, 420 Nm). All motors are well known from previous Toyota models, although they have undergone a course of "environmental adaptation". Partially, he “spoiled” them, but did not deprive them of the opportunity, for example, to start well in frosts or nurse hundreds of thousands of kilometers. Including, thanks to the low forcing (even 282 forces for four liters is not much). Cars with mileage of 400 and more thousand km are known. Do not worry about the chain, which, according to Toyota's regulations, does not have a specific replacement period. There are no problems with phase shifters (for 2TR - VVTi; for 1GR - Dual VVTi), individual ignition coils and oil consumption for waste (5W-40, replacement after 10 thousand km for all units). The bypass roller does not fail early, as it happened on the 1GR of the previous Prado.
And yet, the owner should be prepared for possible problems. This is especially true for diesel. Some time ago, dealers were forced to change turbines under warranty - at various runs, a small part of the Prado (from 10 to 90 thousand km) had leaks. Now this is not noticed. The injectors have also failed. Like all modern diesel engines, 1KD-FTV is very demanding on the quality of diesel fuel. Not surprising? But, as dealers note, the Prado diesel is here with features. So, let's say, 1VD-FTV on TLC 200, having only "taken a sip" of low-quality diesel fuel, gets into emergency mode, saving the fuel equipment. And 1KD manages to work on the “solarium from the tractor”, sentencing injectors.
1KD-FTV is good at least because it closes the gap that is formed in all consumer qualities between gasoline R4 and V6. Yes, this diesel is reliable. Is it enough? The question is rhetorical, and yet the heavy Prado would definitely not interfere with a six-cylinder diesel engine, “horses” of 200-220 commercials
Of the minor troubles, one can name the poor tightness of the exhaust system in the area of \u200b\u200bthe junction of two pipes under the bottom (someone simply does not pay attention to this whistle). And the problems of the air valves of the recirculation system. The last “trifle” for a diesel engine is only because this is rare in him. But on the 1GR-FE, the valves collect condensate often. The reason is in the design and in the difference in operating temperatures, in other words, in the warm garage storage of the car, when there is a decent "minus" on the street. It would seem nonsense, but the processor in such a situation is no longer able to control the engine.
The owners of the 2.7-liter Prado should have the fewest problems with automatic transmission. There, the time-tested and in all possible ways 4-speed A343E is in charge of the moment, which can only be ruined by the most severe off-road exercises. The five-step A750F, which is combined with 1KD and 1GR, is much more gentle. Active slipping, pulling a trailer and the like are sure to cause a chain reaction. Failed solenoids and overrunning clutch, burnt torque converter lock, missing two top gears and a reverse one, a folded “planetary” bushing and on the pump shaft. All together it will pull 60-70 thousand rubles. An old, unchanging fluid can also sentence a box (replacement schedule - once every 40 thousand km). But if you drive in a gentle mode and do not forget to update the ATF, the A750 can live up to 300 thousand km. What you definitely don’t need to worry about is the “mechanics” and all-wheel drive. Everything has also been tested both off-road and on expeditions.
Wheel travel is impressive. Partly due to the fact that the KDSS hydraulic cylinders "unfasten" both stabilizers
In front of Prado, which has become traditional for jeeps of such dimensions, a two-lever, in the back - a bridge. There is nothing to break, but, apparently, relying on the softness and omnivorous suspension, some owners roll the lower ball joints pressed into the levers and shock absorbers long before 100 thousand km. There are, however, reverse examples - with a mileage of one hundred thousand or more. Other elements of the chassis - stabilizer bushings and brake pads - are less dependent on driving style. They have to be changed at intervals of 20-40 thousand km. You will also have to pay attention to the KDSS (Kinetic Dynamic Suspension System) system. It consists of two hydraulic cylinders that replace the usual stabilizer struts on the left, two hydraulic accumulators and lines connecting them. In road conditions, for example, during rolls, the cylinders compensate for the tilt of the body relative to the suspension, and the batteries smooth out small irregularities due to the pressure in the system. When the KDSS control unit sees a mismatch between the front and rear suspensions, it “dissolves” the cylinders, increasing articulation. It is hydraulic cylinders that can lose tightness at runs of 30-80 thousand km.
The KDSS system consists of two hydraulic cylinders replacing conventional links and two hydraulic accumulators.
There are few statistics on air suspension - Prado in the maximum configuration with it, to put it mildly, is not a sales leader. But one thing is beyond doubt - before buying such a Land Cruiser, it is better to test it. Pneumatics, contrary to common sense, are stiffer than conventional springs.
Other Prados scare their owners with blows in the rear axle area after a stop. The sore is elusive - say, after injection of the crosses it disappears, but then reappears. At least, it doesn't lead to anything more serious. There were isolated cases of the development of power steering, which was eliminated under warranty. A couple of years ago, a “buggy” stabilization system was flashed. In addition, the steering wheel and gearshift lever are wiped early, the sofa is fastened together, the right wiper bar is noisy ...
In general, it is not completely without drawbacks. Despite this, Prado is not afraid of some kind of global destruction of large components and assemblies. On the contrary, with normal maintenance, they can surprise with runs without any kind of repair, especially overhaul. Of course, the off-road exploits of its ancestor of the late 80s are unlikely to be repeated by the current Prado. But adjusted for time, this name of the latest generation SUV, at least, does not dishonor.
