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 a demonstration of 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 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
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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Introduction
Actions in emergency situations
Daily checks and troubleshooting
Vehicle operation in winter
A trip to the service station
Instructions for use and maintenance
Warnings and safety regulations when working on a vehicle
Basic tools, measuring devices and methods of working with them
Mechanical part of 1KD-FTV diesel engine
The mechanical part of the gasoline engine 1GR-FE
The mechanical part of the gasoline engine 2TR-FE
Mechanical part of diesel engine 5L-E
The mechanical part of the gasoline engine 1UR-FE
Cooling system
Lubrication system
Supply system
Engine management system
Intake and exhaust system
Engine electrical equipment
Clutch
Manual Transmission
Automatic transmission
Transfer case
Drive shafts and axles
Suspension
Brake system
Steering
TOYOTA LAND CRUISER PRADO 150 body
Body LEXUS GX 460
Body dimensions
Passive safety
Air conditioning system
Vehicle electrical equipment and wiring diagrams
Dictionary
INTRODUCTION
Toyota Land Cruiser
The history of the legendary series of Japanese Toyota Land Cruiser SUVs began in the middle of the 20th century, when, in connection with the war in Korea, the United States announced a tender for light military off-road vehicles. In the second half of 1950, Toyota passed a tender commission to obtain a contract for the production of such vehicles for the national police, and the following year, production of the first all-wheel drive vehicle in the history of Toyota, which received the designation BJ, began. In 1954, the prefix Land Cruiser was added to the model name. Over time, more than one generation of "land cruisers" has changed (this is how the name of off-road vehicles is translated from English).
The Land Cruiser 70, which appeared in 1984, unlike its predecessors, had smaller dimensions, but at the same time, along with high cross-country ability, it could boast of the comfort of a passenger car - largely due to the spring rather than the traditional spring suspension.
In 1990, the 70th series was almost completely updated. In addition to the original three-door version, a five-door version with three rows of seats appeared, additionally called the Prado. Thanks to significant changes in design, the new model has acquired its own unique look. Since that moment, Land Cruiser and Land Cruiser Prado SUVs have followed different paths of evolution: cars of the same model year differ in size, interior and exterior design, and engine range. Since Prado is associated with the Rado or Prada brands in a number of countries, models for foreign markets are sold as Land Cruiser Light or simply Land Cruiser with a series index. In the US, Land Cruiser Prado with external changes and a number of interior improvements is produced under the Lexus GX brand.
Toyota Land Cruiser Prado 150
The next, fourth generation of the Land Cruiser Prado, which received the J150 index, or simply the 150 series, was presented at the Frankfurt International Motor Show in the fall of 2009, and already in 2010 its mass production and sales began. “This car is sold in 176 countries of the world, which means that it must meet any operating conditions and tastes of buyers,” the manufacturers set themselves such a goal. By the way, in Europe the Land Cruiser Prado 150 is sold simply as a Land Cruiser (the flagship Land Cruiser 200 is called the Land Cruiser V8 here), and in the US a modified model is offered to customers as the Lexus GX 460.
Lexus GX460
In fact, the new Land Cruiser Prado 150 is the result of a deep modernization of the previous model of the 120 series, produced since 2002. At the heart of the car, as before, is a spar frame, but with more rigid cross members. As before, the SUV is produced in two versions: a five-door with three rows of seats, which has become 45 mm longer than the previous one, and a short-wheelbase three-door for the markets of some countries. Due
an increase in the section of the power elements of the body sills, the overall rigidity of the frame and body increased by 11%, at the same time the level of noise and vibrations in the cabin decreased. In the exterior of the car, the head optics, radiator grille and bumpers have changed. In general, the appearance of the car has become more brutal and aggressive. The Lexus GX differs from the Prado on the outside with block headlights and even more chrome.
Interior of Toyota Land Cruiser Prado 150
Lexus GX460 interior
The interior has become more solid and modern. Every detail of the interior is designed to provide the maximum level of comfort that meets the highest expectations of customers. Traditionally, the Lexus interior is more elegant than the more practical one from Toyota: instead of plain dark plastic, there is a two-tone finish with wooden inserts. In addition, if the quality of the finishing plastic is the same for both models, then the skin of the seat trim in Lexus is “its own” - more delicate and soft.
The ergonomics of the instrument panel and controls, as befits a car of this class, does not raise any complaints: everything is located in its place to ensure optimal communication between the driver and the car. Excellent visibility is ensured by a high seating position, huge rear-view mirrors and four or six all-round cameras (available as an option).
Instead of eight seats of the previous generation in the cabin of the new Prado and GX, there are seven of them: instead of a three-seater sofa suspended from the sides of the trunk, two folding chairs appeared in the third row, and the floor in this area was lowered by 50 mm. The second row seat is now divided into three individual sections.
The volume of the luggage compartment of an SUV can vary from 104 liters to almost two cubic meters, obtained by folding the seats of the third and, if necessary, the second rows. For folding / unfolding the "luggage" seats, electric drives are used.
The range of Land Cruiser Prado 150 engines consists of two petrol and two diesel engines. Moreover, the 4.0-liter six-cylinder 1GR-FE petrol (282 hp) and the 3.0-liter turbodiesel 1KD-FTV (171 hp) are intended for the European market. In the markets of other countries, versions are available with a four-cylinder 2.7-liter gasoline 2TR-FE (163 hp) and a derated 3.0-liter atmospheric diesel 5L-E (105 hp). Gearboxes - six-speed manual and five-speed automatic.
Unlike the Prado, the Lexus GX 460 is only equipped with a more powerful V8 1UR-FE (296 hp) petrol engine paired with a six-speed automatic instead of a five-speed one. Diesel engines, according to the Japanese, are contrary to the spirit of Lexus.
The design of the suspensions passed from the Prado 120 without changes: in front - an independent two-lever, in the back - a continuous axle on springs. As an option for the Prado 150 and as a base version for the GX 460, air suspension is used on the rear wheels. Suspension features include variable resistance shock absorbers (one of three modes can be selected) and the KDSS system, which “opens” anti-roll bars, activated by electronically controlled valves.
The asymmetrical Torsen center differential sends 60% of torque to the rear wheels by default. The only new feature of the all-wheel drive transmission is the automatic control of the transfer case with a rotating washer instead of a lever on the central tunnel. The Multi-Terrain Select system is, in fact, an "advanced" traction control that allows varying degrees of slip depending on the selected road surface: mud, snow, gravel or stones. In addition, there is a Crawl Control system borrowed from the Land Cruiser 200 - cruise control of movement on a “creeping” (no more than 5 km / h) course.
Additional comfort in the Prado 150 is provided by options such as three-zone climate control with separate air conditioning for the rear, a panoramic roof. Lexus is distinguished by the additional presence of heated second-row seats, a pair of LCD displays in the headrests of the front seats and three additional airbags: rear side and knee airbags for the passenger in the front seat. SUV audio systems differ according to brand status: Toyota has a maximum of 14 speakers, Lexus has 17.
The Toyota Land Cruiser Prado 150 and Lexus GX 460 optimally combine off-road performance and excellent handling, a spacious interior and rich equipment. These cars perfectly emphasize the status of their owner and stand out in the general traffic flow.
This manual provides instructions for the operation and repair of all modifications of the Toyota Land Cruiser Prado 150 and Lexus GX 460, produced since 2009.
| Toyota Land Cruiser Prado (J150) | ||
| 2.7i (2TR-FE) (163 HP) Body type: station wagon Engine size: 2693 cm3 |
Doors: 3/5 |
Fuel: gasoline AI-95 Consumption (city/highway): 13.0/11.8 l/100 km |
| 3.0 D (5L-E) (105 HP) Years of release: from 2009 to the present Body type: station wagon Engine size: 2998 cm3 |
Doors: 3/5 Gearbox: manual or automatic |
Fuel: diesel Fuel tank capacity: 87 l Consumption (city/highway): 10.0/6.4 l/100 km |
| 3.0 TD (1KD-FTV) (171 HP) Years of release: from 2009 to the present Body type: station wagon Engine size: 2982 cm3 |
Doors: 3/5 Gearbox: manual or automatic |
Fuel: diesel Fuel tank capacity: 87 l Consumption (city / highway): 10.4 / 6.7 l / 100 km |
| 4.0i V6 (1GR-FE) (282 HP) Years of release: from 2009 to the present Body type: station wagon Engine size: 3956 cm3 |
Doors: 5 |
Fuel: AI-95 Fuel tank capacity: 87 l Consumption (city / highway): 14.7 / 8.6 l / 100 km |
| Lexus GX 460 (J150) | ||
| 4.6i V8 (1UR-FE) (296 HP) Years of release: from 2009 to the present Body type: station wagon Engine size: 4608 cm3 |
Doors: 5 Gearbox: automatic |
Fuel: AI-95 Fuel tank capacity: 87 l Consumption (city / highway): 17.7 / 9.9 l / 100 km |
*3 parking brake buzzer (will sound if the vehicle is moving at a speed of 5 km/h or more).
Stop the vehicle immediately
The following warning lights indicate possible vehicle damage that could lead to an accident. Stop the vehicle in a safe place immediately and contact your Toyota dealer.
Have your vehicle inspected immediately
If you do not know the cause of the warning indicators, malfunctions that have appeared in the system can lead to an accident. Have your Toyota dealer check your vehicle.
Do the following
After performing the necessary actions, make sure that the alarm indicators are off.
*1 3 door open buzzer
If one of the car doors is open and the car speed is 5 km/h, the buzzer will sound.
*2 Driver's seat belt reminder signal
A reminder chime will sound to warn the driver that they have not fastened their seat belt. When the ignition key is moved to the "ON" or "START" position, the buzzer will sound for 6 seconds. The buzzer will sound for 10 seconds once the vehicle speed reaches 20 km/h. If the seat belt is still not fastened, the chime will sound for 20 seconds.
It was evening. The broken road echoed with a muffled echo somewhere in the suspension. Why are the roads so bad in Russia? People are good. Don't love yourself? My thoughts were interrupted by the frantic blinking of the headlights of a black Kruzak driving towards me - the twin brother of my car. The driver was clearly signaling me to stop, which I did. I feel safe in this car, so why not? An intelligent-looking man in glasses with obvious concern in his voice turned to me: “Excuse me, why were you photographing logs?”
Half an hour ago, I really photographed Prado against the backdrop of giant piles of logs found in a remote corner of the Tver region. Some of them are several meters in girth. Giant, rough trunks. The smell of resin... Out of the corner of my eye, I noticed a man in a robe behind the logs, who seemed to be looking with fear at the car and the bearded man with the camera. Hiding behind the logs, the hard worker took out his phone and started calling someone. Then I did not attach this importance, but now everything has fallen into place.
“Photo session?”, the man asked with relief. “So, it’s definitely not connected with any activity?” Apparently, he had reason to be afraid of an unexpected visit by people in a black "Kruzak" with Moscow numbers. Image obliges! But what lies behind it? I spent several weeks with the new Toyota Land Cruiser Prado, and I have something to tell.
A grand building in the neoclassical style - a hotel with an equally immodest name - "Volga Riviera". Bold four stars. Stone lions flanking high doors. Marble stairs, red carpets. On the walls are paintings in expensive frames. Chandelier in the lobby - from a three-story house. Crystal crystals sparkle with all the colors of the rainbow. SPA-center, where your body, tired of the hustle and bustle, is gently kneaded with hot herbal bags.
But getting into this stronghold of the civilization of hedonism is not so easy: the way is blocked, like a black hole, by a giant puddle in which the wheels of a baby stroller are drowning.
I walk ankle-deep in snow porridge. From the sky - snow and rain. Wet and cold, even though I have good membrane boots. In the morning I "strengthened" their moisture protection by inserting my feet into plastic bags. Didn't help... It's Russia, baby! Is it necessary to say that all other roads in Uglich and its environs are even worse? That is why I went to these parts on Prado.
My Prado is not just a "restyle" of the well-known "hundred and fifty". Under the high hood, outlined by LED lights, is a new 2.8-liter diesel engine. It is quieter, more economical and, with a smaller volume, slightly more powerful than the previous three-liter engine (177 hp and 450 Nm in the range of 1600-2400 rpm versus 173 hp and 410 Nm in the range of 1600-2800 rpm).
It is difficult to call Prado a beautiful car. But abstract beauty is a thing unto itself, an option off the list of preferences of many Toyota car buyers. Yes, a narrow and high body with uncomplicated contours is as elegant as a dry cargo ship or a diesel locomotive. The sidewalls look rustic - there are not even arch extensions. But so what?
The main thing in Prado is practicality. A perforator or machine gun should not be beautiful, it should be functional. Short overhangs - this is a good geometric cross. Under the bottom - 21 centimeters of emptiness. The doors open wide. There are comfortable steps on the thresholds, convenient handles on the openings help to get into the salon.
External asceticism, which even enlarged optics and chrome elements are not able to hide, is present in the cabin in a much smaller volume.
The essence of restyling was reduced not only to modernizing the interior, which looks excellent in brown leather, but also to changing the architecture, dividing numerous keys and knobs into functional zones.
In particular, the CD player unit moved over the display. Now everything is logical: Here - music and computer control, here - the climate, and on the central part of the console - an "off-road" unit. The instrument panel with a color central display has become more modern compared to the “dorestyle”. It looks simple, understandable and again functional, but I don’t need more.
In cold weather, the Idle Up Mode raises the engine speed, speeding up warm-up. The Power Heater button turns on the additional cabin heater.
The interface of the multimedia system looks archaic in 2016 - the graphics are uncomplicated (as, indeed, with the Range Rover), the speed is like that of a night administrator in a provincial motel. At the same time, the grouping of elements, ease of use and a set of functions do not cause any complaints.
The navigation component also cannot boast of high-resolution graphics, and the relevance of the map raises questions - a large number of secondary roads are simply absent on it. But this is a common problem for most built-in "naviks".
An important addition that descended on the new Prado from the top of Fuji is a set of four video cameras integrated into the MTS (Multi Terrain System) off-road system. This intricate set of letters means that all-round visibility is available not only while parking or driving in a traffic jam. In off-road mode, you can see what is happening around the car and in front of it, you can see the position of the front wheels.
Of course, such a system on the "two hundred" is more perfect, there is a "transparent hood" function and in general the picture is much better in quality, high resolution, but this does not detract from the merits of Prado. Driving along ruts, gullies, focusing on the picture on the screen, is possible not only in theory, but also in practice. But let's not get ahead of ourselves.
An important difference between the new Prado and the old one is that the music played decently in it. Whether it's the modified components of the JBL Synthesis audio system, or the added soundproofing mats, only a gray-haired old man in a kimono knows. But a fact is a fact - listening to classical music in the "pradik" is now quite appropriate. The only pity is that there is only one USB connector in front, and it is located on the tunnel. There is also no wireless charging, which has already appeared in a number of Toyota models. But in the central box there was a place for a roomy refrigerator, which turns on only when the air conditioner is activated.
Landing in the Prado is classic for this class of car. The seats are high, wide, with long cushions. The concept of lateral support is not particularly applicable to them, but to spend a thousand kilometers in these chairs without back pain and fatigue is an objective reality.
The rear seat also has a very long and tilt-adjustable backrest. There is plenty of legroom and headroom, but there is no climate zone of its own here - only airflow deflectors and a 12-volt outlet. In width, especially around the doors, the Prado is narrower than it looks from the outside. A kind of indicator of this was the Cybex Sirona child seat, equipped with a swivel function. An attempt to turn 90 degrees in order to seat a child in it not from the side of the door, but from the back seat, with the door closed, was unsuccessful.
The trunk is good. A wide and high opening, a grandiose volume ... One wants to fill it all the way and go somewhere hundreds of miles away. But the rear door that leans to the side requires a lot of space in the back for loading operations, so you always have to park "face forward". Of course, you can tilt the rear window, but there is a high risk of getting your clothes dirty on the door.
It is difficult to avoid clichés in the description of Russian roads. Last year's snow is melting, flowing in streams of muddy water with lumps of mud and ice, revealing the hidden. The roads of the Yaroslavl and Tver regions during the March thaw are a real test site for cars. “Calibrated” pits the size of a wheel. Scours. Nadolby. potholes. Cracks. Ice crust. Snow porridge.
In order to simulate such conditions on test sites, foolish foreigners spend millions of euro notes, although it is enough to simply go to the outback during the first thaw after winter.
Here and there on the side of the road I see crossovers and cars standing on emergency gangs a hundred meters behind large pits. People are unloading things, struggling with a spare wheel and jacks. Secretly, I'm glad that my spare wheel is under the bottom of the rear, and the jack is in the sidewall of the trunk, but I really hope that they will not come in handy. The body is shaken by muffled blows, but the breakdown of the wheels and suspension is still far away.
But the most important thing is that getting into giant “black holes”, Prado may not be very comfortable for passengers (guests in the back seat sometimes bounce), but directional stability is maintained in full. This is a very important difference between the Prado and other frame SUVs with a solid rear axle that I have driven. You can tumble through pits and graders on the Prado without fear of flying off the road. What is the secret here? There are at least several reasons.
I happened to ride a “pre-style” Prado: one day from the Austrian mountains to Venice and back. Then, on autobahns and serpentines, Prado seemed like a bumpkin, and extremely unhurried. In the gentle turns of highways at speeds under 150 kilometers, the steering wheel was empty, like that same dialectical glass, and the body was heeling like a Leaning Tower of Pisa made of latex. I did not count on something fundamentally different with the new Prado. Fortunately, I was wrong. First, the car seemed more dynamic. The new diesel engine pulls from the start much better than the previous three-liter, and the point here is most likely not an increase in four horses, but a change in gear ratios in the gearbox, because in acceleration to a hundred the car became a second slower. I had enough dynamics both in the city and when overtaking on a two-lane. Thanks to the new engine and the appearance of the sixth stage in the automatic transmission, the car is slightly (by a liter and a half) more economical than the previous three-liter modification.
Secondly, on the roads, the new Prado turned out to be much more collected. The fact is that that car was in one of the basic configurations, and the test car was equipped with optional KDDS, AVS systems and a pneumatic rear suspension.
The KDDS (Kinetic Dynamic Suspension System) hydromechanical system consists of lines, two hydraulic accumulators and two hydraulic cylinders instead of stabilizer struts (one in front, one in the rear). When cornering on level ground, when both axles compress in the same direction, the pressure in the top and bottom of the cylinder cancel each other out and the stabilizers work to their full potential, limiting suspension travel and preventing body roll in corners. Indeed, driving such a Prado around the city and on the highway is much more pleasant and easier - the rolls are much less, the feedback on the steering wheel is better.
On a rough road, pressure pulsation occurs in the cylinders, and in this case, the hydraulic accumulators play the role of dampers that make the ride more comfortable.
Off-road, when the axles begin to move in opposite directions, the pistons in the cylinders actively move, and with them the anti-roll bars move relative to the body. This allows you to achieve maximum suspension travel, which in turn improves ground contact and makes the car more passable. Hanging such a Prado is not easy.
The KDDS system is good, but not able to deal with pitching. Here another “feature” called AVS (Adaptive Variable Suspension) comes to the rescue - an adaptive suspension with adjustable damper stiffness. The system has two modes, "Sport" and "Comfort". When switching to “sport” mode, small bumps become more noticeable, but the buildup on bumps becomes much less. Seasickness no longer bothers passengers. I think this is a real achievement. Comfort mode is optimal at low speeds.
At some point, I was a little scared of the car pulling away from a straight line when overtaking through a parapet, until during a stop I did not appreciate its height and consistency. Twenty to thirty centimeters of dense snow and ice porridge - no wonder this caused hydroplaning of the wheels! What can I say, this car gives rise to a sense of confidence, which is a little intoxicating.
The non-switchable stabilization system is sensitively tuned - even if the driver, frightened, releases the gas, the ESP will “catch” the car even before a dangerous skid begins. Perhaps, such a setting will upset those who like to let the car sideways on an icy oval, but ... the priority of safety is much more important.
The permanent all-wheel drive system on the Prado has three differentials. The axle distribution is 40:60, it is provided by a Torsen type central differential. The “center” can be completely blocked forcibly - like the rear cross-axle differential.
In the test maximum configuration, there is also the MTS (Multi Terrain Select) system, which provides a choice of several off-road modes tied to various types of coverage ("Mud and sand", "Gravel", "Bumps", "Rocks and dirt" and "Rocks" ).
An alternative to the MTS system is my favorite Crawl Control mode, which turns any kettle into an experienced driver. A smart computer eliminates errors associated with careless use of the pedals. The system works as follows: turn on the lowering, press the key ... and then use the large knob to select the speed. All. You don't need to touch the pedals! The car crawls at a given speed, overcoming an obstacle without slipping or slipping of the wheels, you just have to steer, looking at the screen, where you can see the terrain and the position of the wheels in real time. Off-road driving can be easy and safe!
This is how the work of Crawl Control looks like - the system itself slows down and dissolves the wheels, preventing slipping or slipping.
Summarizing the behavior of Prado on bad roads, I note that the speed of movement is limited only by the comfort of passengers. In this Prado is inferior to the "two hundred", but for real off-road Prado is better - all other things being equal, it is lighter, and it has better geometric cross-country ability.
The new Prado is more interesting than its predecessor in everything. Handling has become more precise. The new diesel engine and 6-speed gearbox for this chassis is just what the doctor ordered. Of course, the 282-horsepower four-liter gasoline Prado is more dynamic - but its fuel consumption is much higher. If the diesel in the city-highway mode consumed 10.8 liters per hundred, then the "gasoline" eats at least 18-19 liters in this mode .
Comfort when driving on rough roads is not perfect, in this Prado is inferior to both Land Rover models with air suspension and the flagship "two hundred", but this does not affect the phenomenal directional stability. Given the traditional "Toyota" reliability, Prado is the best suited for long-distance travel on bad, very bad roads.
At least, this car copes with one of the Russian troubles with a bang.
