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.
Car on a test drive "Autodel":
Engine: turbodiesel 2.8 l (1GD-FTV), 177 hp, EURO 5
Transmission: automatic transmission6
Dimensions (LxWxH, mm): 4780x1885x1880
Wheelbase (mm): 2790
Ground clearance (mm): 215
Test car price: Lux equipment (5 seats) from 3,523,000 rubles, plus body color in black, metallic 18,000 rubles.
Vehicle production: Toyota plant in Tahara, Aichi Prefecture, Japan.
Vehicle Warranty: 3 years or 100 thousand km
Interservice mileage: 10,000 km
Talking about the Toyota Land Cruiser Prado is a thankless task. It seems that even children know everything about him. So let's just go over the main points.
Today's Land Cruiser Prado, or LC150, is the fourth generation of the legendary car. Prado occupies an intermediate position between the LC70 and LC200. If you don’t need to talk about the latter - this is the flagship “tank” of Toyota, then only lovers of off-road driving know about the LC70. This is already a professional SUV, produced in limited series and which is not supplied to our market and, it seems, will not be supplied.
Unlike the flagship “full-size” Land Cruiser 200, the LC Prado being tested today by Avtodelami is considered “light”. This, of course, is conditional, because no one dares to call it small and light. The first thing that breaks everyone’s tongue at the sight of Prado is: “this is a tank!”. However, next to the “two hundred” Prado is really just a “small tank”.
The LC150 was first introduced in 2009, replacing the LC120, and it “came” to us by 2011 with a base 2.7-liter gasoline engine.
Two years later, in 2013, the model was restyled: Prado received an updated design outside and inside, as well as an improved level of equipment. Then in Russia, Toyota Land Cruiser Prado began to be sold with three engine options: a 4-liter V6 gasoline engine, a 3-liter four-cylinder turbodiesel engine and a 2.7-liter four-cylinder gasoline engine. All engines were paired with a 5-speed automatic transmission, for a 2.7-liter engine, a 5-speed manual and 4-speed automatic transmission were also available.
In 2015, Toyota again upgraded its LC150 Prado. This time, the Japanese offered a new 2.8-liter turbo diesel engine with a capacity of 177 hp. and replaced all “automatic” with 6-speed, added an additional interior design option and updated the program of branded accessories to individualize the car.
Today in Russia, Toyota Land Cruiser Prado is sold in seven trim levels, with three engines - two petrol and one new diesel. The first option is a 2.7 liter gasoline engine with 163 hp. which can be paired with a 5-speed "mechanics" or a 6-speed "automatic". Four-liter gasoline engine with 282 hp. equipped only with a 6-speed "automatic". And finally, a completely new 2.8 liter diesel (1GD-FTV) with a capacity of 177 hp. c is paired with a 6-speed automatic transmission. He got on our test drive.
The base body colors for the LC150 Prado are white and black. For a surcharge, you can choose one of eight additional colors. Salon can be black or ivory. Leather upholstery is available for Prestige and Luxe trim levels. Here, a dark brown color is added to the color scheme.
In our test LC150 Prado, we got almost all the new items - both the new turbodiesel and the brown interior.
Off-road and LC150 Prado
In order not to tire the reader, let's move on to off-road - after all, this is perhaps the most interesting thing about the LC Prado. Otherwise, there is no point in looking at this car. This is especially interesting because the test Prado is an illustration of an old dispute between two camps in the “off-road” topic: some believe that the simpler the jeep, the more correct, others say that an SUV with an automatic and electronics copes with difficulties no worse, but much more comfortable. Here we'll see what's what.
The initial acquaintance with the off-road capabilities of the LC150 took place at an event specially organized by Toyota -. The Japanese built an off-road track in Luzhniki and demonstrated the capabilities of their off-road vehicles in all their glory, and at the same time they taught how to properly use the arsenal on board the cars. And there is a lot to learn: for example, the off-road driving manual for the LC150 Prado is a separate book with more than 150 pages.
Toyota then gave the main emphasis to its flagship - the Land Cruiser 200, but did not forget about its other SUVs. Therefore, by the time of the test drive, we were already familiar with the test LC150 Prado firsthand.
The only thing that Toyota failed to seriously demonstrate in winter was dirt. Therefore, Naturally, the first thing I went to look for it.
As luck would have it, by the time we started the test drive of our LC 150 Prado, spring had already fully come into its own and everything had dried up. Where a week ago it was possible to have great fun, now a completely ordinary sedan could pass.
Therefore, the dirt had to be looked for. Although not the first time, but a suitable "quality" mud was found in the Dmitrovsky district, known for its clay soil.
A modest dirt path led along the power line into the forest. There would be nothing interesting in it if after 100 meters a steep climb up about one and a half kilometers long did not begin. The sun had time to dry the road only with rare spots, in other places there was excellent oily clay.
As the real owner of the LC 150 Prado should, I was not wearing boots at all - I wore light shoes on my feet. This means that any obstacles will need to be passed without getting out of the car, otherwise I will go home barefoot.
Well. Go. First you need to try to get the LC 150 Prado to cope with the clay on the slope on its own. On board there is a special off-road assistance system Crawl Control (or "crawling" mode) and the MTS system (Multi-terrain Select, that is, the choice of the driving surface). Having chosen the “mud and sand” option from the five possible MTS modes, using the “creeping” Crawl Control mode, I send the car to climb the mountain.
LC 150 Prado slowly crawled up. At this moment, the uninitiated in the situation often begins a pre-infarction state - I immediately want to remember how to find a tractor and where the nearest car repair shop is located.
It's not about weak nerves. It’s just that the operation of the Land Cruiser Prado off-road automation is accompanied by absolutely terrifying sounds. Something now and then deafeningly crunches and creaks, so much so that it seems as if the car is about to fall apart. In fact, nothing out of the ordinary happens - the brakes work most loudly, preventing the wheels from spinning.
Finally, the first serious obstacle appeared - a microstream crossing our clay path. Just a beautiful washout on the slope with traces of recent achievements and exploits using a tractor. Prado confidently crawls into the ravine, tries to climb further ... and "sits down". The car did not have enough speed to jump over the obstacle.
An attempt to move back does not work - Prado is tightly stuck in clay. It's sad - running for help is now not only dirty, but also far away.
However, the LC Prado still has a set of “right buttons” in its arsenal - in extreme cases, it can be forced to storm off-road in manual mode. There are two forced locks on board - center and rear axle differentials. This is the "last chance". Therefore, before getting my boots dirty and straining my legs, I will try to squeeze the maximum out of the LC Prado.
Turning off the creep mode, I try to simulate the buildup. Despite the initial skepticism, this can be done: Prado begins to crawl. A few minutes of methodical, at first glance, nothing giving clay stirring, and Prado gets out of the trap back. This is a serious claim to victory.
The wheels are completely stuck with clay - rubber is poorly suited for such accomplishments, but I'm not going to retreat.
I decide to make the second attempt to drive through the treacherous ravine also on automatic, but without the help of the “creeping” mode. I start, pick up speed a little higher, and Prado a little, for the sake of formality, wobbling, easily gets over through the gully. The obstacle has been passed.
The road above becomes worse, and traces of heroic battles with mud are more and more common. Finally, Prado got into a rut and can no longer get out of it. Stopping on such a road is scary - you can not start. But it feels like the car still has a lot of room for improvement.
The last 150 meters are the hardest. A small plateau represents the consequences of tank battles - it was thoroughly kneaded by cars of various calibers. Obviously, unlike us, most off-road conquerors have recently started their race along this road not from the bottom up, as I did on my test LC Prado, but from the top down. Many simply did not reach the starting point.
Prado dangles in the intricacies of ruts, wobbles with the whole “body”, but creeps on.
And finally, solid ground. You don't have to look for a tractor.
Inspection of the LC Prado reveals an interesting point: with the exception of soiled rubber and slightly soiled fender liner, the car itself is almost perfectly clean. Only a few small pieces of clay coquettishly stuck on the sides. So, Multi-terrain Select perfectly copes with the task - that is, it does not allow the wheels to scroll. The system is working. And her work would be the envy of many owners of SUVs - the Prado's patency in the mud is impressive.
It was no longer interesting to check the rest - I’m unlikely to find more complex tasks than Toyota offered in winter, and it’s just boring to watch the geometric cross-country ability of the LC Prado again. And it's clear that she's good.
Therefore, a further test drive of the Land Cruiser Prado moves smoothly onto the highway and into the city.
Land Cruiser Prado as a family car
The main "chip" of the Land Cruiser series cars is an attempt to do the impossible by crossing a "bulldog" with a "rhinoceros". That is, to combine in one car a full-fledged SUV and a comfortable family car.
Toyota focuses on a variety of small things to create comfort and finishing materials, while maintaining the brutality necessary for a “real SUV”.
Because of this, the interior of the Land Cruiser Prado may even seem rustic: indeed, the interior design is minimalistic. For a long time, the interior for Prado was offered only in two versions - light, ivory and black. New - brown leather. The interior looks fresher with it, but the combination of black and brown leaves many questions. Personally, in a car with an application for premium, a combination of black and reddish leather would be more understandable to me.
A little annoying and rustic silver lining - whether it's plastic, or it's too plastic-like metal. Getting into a car for 3.5 million rubles, you still want not "Chinese silver", but real materials.
But minimalism does not concern comfort - the position adjustments for both front seats in the test LC 150 Prado are electric. Added to this is the welcoming lighting of the door and the lighting of the legs, which create coziness and make the brutality of the LC Prado kinder. A huge cooled compartment in the armrest is the dream of any traveler.
The only thing that is completely incomprehensible from the point of view of logic in the LC Prado is the handles for opening the hood and the gas tank hatch. They are absolutely identical, located low and side by side. At night, it is difficult to remember which of them is which, but it is impossible to see.
There are not just a lot of rear seats in the Prado - but a lot. The sofa is comfortable - not quite flat, but not too corrugated. As a result, child seats fit well here, and the third passenger does not experience discomfort.
A nice bonus is the door lighting. It looks beautiful, and does not interfere with the eyes at night. And most importantly, the passenger can immediately see what to grab onto when it’s very scary. The handle of the door was clearly developed with the participation of the world's leading psychotherapists - comfortable, with a rubberized, pleasant to the touch gasket on the inside, it itself fits into the hand and is able to give confidence even to the most nervous passenger.
However, the rest of the Prado's rear space is Spartan: there is only a primitive armrest, which is located a bit low and has a strange slope, and for some reason there is no hatch for long lengths in the back behind it.
In addition to the armrest and stylish door lighting, the rear passengers of the LC Prado are offered a simple adjustment of the stove air ducts and their own 12 V socket. The stove settings for the rear row are made only from the front, and in about half of the cases, to create full comfort, you have to conjure - then on the legs from the lower air ducts a cold wind blows under the chair, it is too hot.
But the rear seats fold down in the Land Cruiser Prado easily and technologically. A pleasant nuance - a special soft insert is provided at the bottom of the seat so as not to damage the skin of the headrest.
It turns out when laying out the rear seats in the Prado, an almost flat floor - a small height difference is closed by a specially provided curtain and is easily compensated by a mattress if you want to sleep in the car.
In the trunk of the Land Cruiser Prado there are skids for installing accessories and mounting loops in the floor. This is very convenient when there is a lot of luggage and it strives to scatter all over the trunk. But you get used to good things quickly, and already on the second package of things you crave additional loops higher.
Tailgate LC Prado - hinged. It stores a jack and tools, while the heavy door can be locked open, and the glass can be lifted separately if necessary.
The main problem of the Land Cruiser Prado is the height of the car. Therefore, the footrest and handles are not for beauty here - not everyone can get into the salon without these "chips". The ability to slightly adjust the height of the rear suspension is, of course, pleasant. But if you are going to carry a set of grandparents, it is better not to rely on their physical condition and take a small stool with you, which will greatly facilitate their enjoyment of the “real jeep”.
LC Prado on the road
On the road, Toyota Land Cruiser Prado behaves like a huge, well-fed bear - imposing, calm. The impression is enhanced by a rumbling diesel engine, the vibrations from the work of which are softly reverberated in the cabin.
Prado does not really like dynamic driving, rolls with sharp “body movements” and turns. By nature, it is more of a truck than a passenger car. However, his brakes are no worse than those of some small "charged" hatchback. True, after demonstrating such capabilities, everyone remains dissatisfied - the sharp braking of the LC Prado can scare anyone.
Suspension shaking, but very energy intensive. The Land Cruiser Prado has two suspension stiffness options - Comfort and Sport. It would seem that on a softer suspension it should be better. However, at the same time, the car becomes too shaky, chatting and throwing everyone on bumps, bumps and corners. In Sport mode, the car acquires the necessary elasticity and becomes more pleasant both from the point of view of passengers and the driver.
The steering wheel is very informative and pleasant, the controls are clear and quite easy. But the character of the LC Prado is obviously masculine - you can’t turn the steering wheel with one finger, and when you change to something easier, even fairly large cars seem like toy cars. At low speeds, the wheel position display is very pleasant - it is useful both in parking and off-road.
The headlight of the LC Prado is good, but the border between light and shadow is a bit harsh, and the road lighting is too white. The inclusion of foglights well corrects the situation - the yellow warm light perfectly compensates for the black and white picture and gives rest to the eyes on a long journey. The dashboard is also pleasant at night - the classic green backlighting of the buttons, clear pale moon numbers and letters, blue accents.
Despite the 177 “horses” of the new 2.7-liter diesel engine, the LC 150 Prado cannot be called dynamic: the automaker does not seem to have forgotten that in a “real jeep” you need to work with handles.
In normal Drive mode, the car will pick up speed slowly. However, there is no need to flatter yourself and relax here - you should carefully keep an eye on the speedometer so as not to collect a bunch of fines. Acceleration imperceptible, but the car equally evenly and impressively picks up speed almost up to 160 km per hour. At the moment when you realize that the pictures outside the window are changing too quickly, you can remain without rights.
If continuous short overtaking is needed, the speed in Drive mode picks up too slowly. Then you have to actively use the Sport mode, which allows you to force this bear to show character and turn the imposing “tank” into a kind of dynamic crossover. True, the price for dynamism is fuel consumption.
The fuel consumption of the LC Prado with a 2.7-liter engine is not high, but it is difficult to achieve the values declared by the automaker. The minimum consumption of diesel fuel in a lightly loaded car and with a calm measured ride was 8.5 liters per 100 km. As soon as traffic jams or dynamic driving began, the consumption immediately increased per liter. Interestingly, the on-board computer showed higher average consumption values than it actually was.
Electronics Toyota Land Cruiser Prado
Separately, it is worth mentioning the on-board electronics of the LC Prado.
Navigation in LC Prado is excellent. The maps are detailed and the graphics are good. However, the interface is too primitive - yes, it's easy to figure it out, but it's all too sick. It feels like it was developed specifically for those who still live with ten-year-old push-button phones.
But the all-round cameras in the LC Prado are a great help in many cases. Despite good visibility, the ability to see what's on the wheel is very useful both in the city and off-road. Cameras in bad weather, of course, get dirty, but, unlike the body, not very quickly. Therefore, "smart" electronics remain functional for a long time.
SUMMARY
Land Cruiser Prado is a comfortable tank.
Although Toyota is often accused of forgetting what kind of car they make for the sake of appearance, this is an allegation. Remember the "eternal cry" of UAZ fans: if only to bring the car "to mind". So: Land Cruiser Prado is an SUV, brought to that very “mind”.
You can ride it in the city, and on the highway, and where nothing but a tractor will pass. For residents of the suburbs, this is generally the solution to all issues with the entrance to the house: it is difficult to imagine what should happen to the road so that the LC Prado does not pass. You can simply forget about the shovel and tractors.
Land Cruiser Prado can be the only car in the family, but in the city its "tankness" can be tiring. In addition, if you often need to carry older people, you will have to invent various tricks so that it is easy for them to climb into a tall car. Therefore, before buying a truly "real SUV" as the only car, it is worth considering whether you are ready to constantly drive a tank. Even on a tank that can fly.
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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.
Whole photoshoot
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, it is 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.
