Good day everyone! I decided to update my previous review and write another one. Last.
I drove the car a lot. Cruiser - like an all-weather fighter - is not afraid of anything. He especially helped me out when frosts hit forty and below. Shortly after writing my first review, I removed the Webasto from the Padzherik and put it on the Cruiser. Still, it was a pity to torment him with a cold start in such frosts. Yes, and warming up at idle has become easier. And "Padzherik" was content with auto-heating at the set temperature.
Over the past period, the radiator was replaced (the upper tank began to get wet) - 3000 rubles, the pump - 800 rubles (not native, from the company "555"), candles, high voltage wires. I adjusted the valves — the gaps were too big (riding on gas contributes to this). were replaced rear bearings hubs, cardan crosses, brake pads. After replacing the pads, I thought a little - and decided to immediately replace the brake discs (rear). Which is what was done.
Strengths:
- Strong
- Reliable
- Unpretentious
Weak sides:
- Few are left
Review of Toyota Land Cruiser 4.5 24V 4WD (Toyota Land Cruiser) 1996
I've been using this miracle for over ten years now.
Absolutely reliable. There has never been a fatal breakdown that would have happened in hard-to-reach areas. Everything that happened happened in the city 10 minutes drive to the service station. Apotheosis — Went a week with a broken connecting rod. Made my way to the station.
Gas allows you to save a lot on fuel. I went to Altai, climbed mountains. The car is a dream.
Strengths:
- Fifteen years of service. Kapitalka engine with real 400,000 km of hard use. By the way, the overhaul cost only 85tr. Eternal.
Weak sides:
- The presence of such goods on the market causes an economic crisis))) Nobody (except owners) needs indestructible cars, phones, etc. For why buy a car that you want to fuse in a couple of years, if you can make yourself an absolutely reliable friend for life. Imagine how much I would change all these Focuses-Lancers-Lacetti-Nexias in 11 years)))
Review of Toyota Land Cruiser Customwagon 4.2 TD (Toyota Land Cruiser) 1991
Hi all!
I present to you a review of the extremely unusual car Tyota Land Cruiser 80, 4.2 TDI, automatic, 650,000 km. Its uniqueness is that the car was completely disassembled to the frame, then completely assembled, plus a complete tuning was made.
Initially, I wanted to buy an SUV, always diesel, made in Japan, for some reason then I wanted an automatic, within 800,000 rubles. Before buying, I considered the following options:
Strengths:
- Good reliable car with a very reliable engine
Weak sides:
- 80th in good condition is very difficult to find
- Not suitable as a rogue due to weight
Where are you, real jeeps of the 90s? In the minds of the consumer, they are driven out of the market by crossover SUVs, in the minds of engineers - by luxury trends. IN production programs there is almost no shadow of what was popular a decade ago. And who in this independent, low-volume and exclusively gasoline chaos will defend off-road honor? For example, they are one of the last four-wheel drive paladins, knights of the bridge and frame - Toyota Land Cruiser Prado and HiLux Surf of the latest generations.
It is absolutely certain that when we talk about Prado 120 and Surf 215, we are dealing with the same car. At different bodies, salons and equipment, from the standpoint of technology, these SUVs are one copy of the other. Of course, they have some very minor differences, but the aggregate base and the vast majority of nodes were designed for dual use.
This, of course, applies to the motor range. The five engines built include four petrol and one diesel. More precisely, they were included, since the relatively old 3RZ-FE gave way to the new 2TR-FE. It is very likely that one is obtained from the other, but nothing is known about the latter yet - it is too fresh (appeared in 2004). But the 3RZ-FE has been studied enough, and rejection causes only three features - the failure of the air flow meter (about 18 thousand rubles), a good fuel appetite in cases when they try to pull all 150 “horses” out of the engine (in the city it can reach up to 17 l) and intolerance to work on gas, which is accompanied by a change in valve clearances and, in the end, their burnout.
Of course, despite the chain drive of the camshafts for both engines, after 150 thousand it will require replacement. And individual ignition coils ask for a more scrupulous attitude to candles.
The 3.4-litre V6 5VZ-FE and 4.0-litre 1GR-FE aren't fuel-efficient either. And you need to watch the spark plugs with the timing belt. But from these motors at least one can expect a decent power-to-weight ratio. And from everyone gasoline units(with such and such a low boost) - a significant resource of the power unit, the absence small problems and confident low-temperature start.
The only diesel 1KD-FTV - in principle new installation. WITH common rail and all the attributes corresponding to this type of injection pump - high charge, good environmental friendliness and "pleasant" fuel consumption (8-11 l / 100 km). You have to pay for this. In this case, either the use of "Eurosolar" or expensive repairs (only the cost of work is relatively low - 4 thousand rubles for the diagnosis and replacement of nozzles).
Of course, with common rail, diesel has much easier diagnosis, especially since its electronics are read by the scanner, and the 1KD-FTV itself is a fairly reliable unit, already devoid of the temperature problems of its predecessors 2L and 1KZ. The “head” does not stand up like a house, there are no cracks in the inter-valve jumpers. It just doesn't get to that point. In case of interruptions in the equipment (which actually causes temperature loading), the engine simply stops starting, which, you see, is better. Another thing is that the elimination will cost a pretty penny. As a manufacturer of equipment, Denso does not offer atomizers separately from injectors. It is impossible, of course, to find a shut-off valve installed on the nozzles - the main wearing element. Meanwhile, only one refueling with low-quality diesel fuel can sentence him. Therefore, timely replacement of the filter using original spare parts is a mandatory attribute of life support. It’s better to embed an additional filter into the main line, not particularly counting on the notorious “Separ”, which can only be considered as an element coarse cleaning- The precision of common rail components is very high. True, even when using the "Eurosolar", you should not count on an impressive resource of the same nozzles - they will stretch 100-150 thousand. You also need to remember about the exhaust gas recirculation system and its cleaning - soot gets into the fourth cylinder through the EGR. There may be problems with low temperature starts.
The four-speed box is the famous 340th "automatic", which is a hundred years old at lunchtime. The lack of slippage and regular maintenance will provide this unit with a long life. You can’t say the same about the A750 five-speed automatic transmission, which is installed with the 1GR-FE. Logical in terms of design, it carries the disadvantages inherent at the development stage. In any case, the constantly lit traction control light and the throttle position sensor fault code generated have nothing to do with operation or maintenance. In addition, slipping between fourth and fifth gears or even unwillingness to transmit momentum to the wheels is common. This, most likely, is about the incorrect operation of the software, which has not yet been overcome. Moreover, in the case of repair, the box requires electronic adaptation, which is carried out only on a proprietary scanner.
A750 has clean mechanical problem- in the torque converter, it bends the plane along which the assembly blocking works. It bends strongly, while the filter is not critically clogged with friction layer waste, but fuel consumption increases, and in the idle speed zone, the “automatic” twitches, as if trying to turn off the engine. Repair costs 60-70 thousand rubles. It is curious that all of the above was not found on internal versions - on dealer cars under warranty, whose mileage was about one hundred thousand.
Four-wheel drive for Surf and Prado is permanent all-wheel drive with a lower row. On HiLux 4WD is controlled by a moving flag that can be turned off. front axle, and a separate button that locks the center differential. On the Land Cruiser, the modes are activated from the familiar lever. Here there is no way to move only on rear wheel drive, and there are versions without forced blocking of the "center". In addition to modifications with 1GR-FE, the lever and the transfer case have a mechanical connection. At Surf, the electric motor is engaged in switching on the modes. As it turned out, already problematic. On several cars, modes were not included, in particular, differential lock. It was possible to deal with the last Surf who came with traces of an unprofessional "break-in", which cost the owner 17 thousand rubles. However, this does not seem to guarantee the maintainability of a node that is very difficult to diagnose or not diagnosed at all.
Suspension for SUVs is traditional - a “double-lever” in front, a solid axle in the back. On Prado, in some versions, you can change the stiffness of the shock absorbers. Surf has a more advanced X-REAS system, which connects all the shock absorbers with lines and eliminates body roll, buildup, that is, everything that can lead to loss of control over the car. Probably on long runs It is this system that can become a source of problems. Although in general, the suspension of SUVs is considered quite reliable. Unless you should rely on a good ride and slow down in some places.
Prado and Surf in terms of reliability are at least as good as their classmates. The basic rule is the choice of versions with units tested back in the 90s. Perhaps they do not always fit into modern ideas, but sometimes everything that relates to consumer qualities can be put on the altar of a resource.
Express testNew prioritiesIf we ignore the engines, then our heroes are almost identical on the go. The dominant here is smoothness. Regardless of the coverage, both cars are very indifferent to everything that is found under the wheels. Yes, they roll, they can sway on the “wave”, leading to bouts of “seasickness”, and the low information content and the “length” of the rudder do not improve the already far from ideal handling. It’s forgivable when you don’t feel them at all when you pass the rails, or when, when you get on a gravel road, you think that you are still driving on asphalt. From a similar position, both Surf and Prado have nothing in common with their predecessors and, let's not be afraid to say, with all their classmates, who inevitably lose to Toyota in terms of softness of perception. Why, many full-size SUVs are less comfortable than this pair. Prado with 2.7-liter 3RZ-FE. The Surf has a 3.4-liter 5VZ-FE under the hood. A pair of cylinders, 700 "cubes", but there is an abyss between them! "Four" is sufficient and perhaps even good in urban use. With it, a heavy SUV easily keeps in the stream and is able to accelerate sharply. On the highway, the situation is more or less pleasant somewhere up to 120 km / h. Further 3RZ-FE turns sour with two on board. And if five of us load up and rush off to rest with all the tourist belongings ... It is better to use a jeep with such an engine alone and not leave the city limits far. The “Six”, even with its low forcing, is burdened only by the “automatic”. But even with him, 185 forces do not recognize the almost two-ton weight. And after 120, and after 140 km / h, Surf can still accelerate quite effectively. But what unites both motors is a slight background noise at any speed. Cars cannot be called loud at all - aerodynamics are at their best, there is isolation of the arches. A sort of business sedans in an off-road incarnation. Inside you get additional confirmation. soft materials, "juicy" efforts. Meanwhile, the differences here are just as dramatic as in the exterior. With the exception of minor details, such as levers, buttons and a steering wheel, no common panels and even more similar stylistic decisions. Prettier, perhaps, Surf, but more convenient Prado. It has more adjustment ranges, a higher landing and more logical climate control. And the whole architecture of the front panel is perceived as the brainchild of the process that can be called work on the "off-road interior". Surf crossed the line separating the jeep from the passenger car. But they left the traditionally insignificant adjustment of the seat in length and its low location, which has become a byword. The Prado is somewhat more comfortable and spacious in the back - not enough to prefer Surf because of this. In terms of trunks, they are equivalent, differing only in that the HiLux has a lower and wider capacity, while the Land Cruiser, on the contrary, is higher and narrower. In addition, Prado can be eight-seater - theoretically, three of us can sit on two armchairs that sometimes occur. Surf "gallery" does not offer. |
Spare parts pricesCompany traditionsEven with regard to Toyota SUVs follows its principles, believing that you need to make money by selling cars, not parts for them. Of course, there are exceptions in the form of unreasonably expensive items. However, there is always a non-original alternative, sometimes from little-known companies, sometimes from companies that are quite well-known. Yes, and original components are often not worth the money that, it would seem, should correspond to the status of cars. It must also be said that there are no differences in prices between Surf and Prado, if we talk about the same details. And in another case, it is scanty (more often in favor of the Land Cruiser). What will have to be spent seriously and, moreover, without the possibility of choosing options is the components of the common rail fuel system. They are non-refundable and are only available from Denso.
|
||||||||||||||||||||||||||||||||||
Model historydifferent directionsIt is known that the unification of many things up to the power structures of the Surf and Land Cruiser appeared only in 1995-96. And from the debut for HiLux in 1983 and for Prado in 1984, the cars were united only by some components and assemblies. The main difference is ideological. The Prado, that is, the 70-series Land Cruiser, was a fully bridged off-road vehicle, which, in addition to spring versions, had heavy spring modifications. Of the 18 engines, only three were gasoline. The 1983 HiLux also had leaf spring suspension, but the situation was different with the engines. Unlike the LC70, which had large rigs, the Surf could even be equipped with two-liter carburetor "petrols". And at the same time, it was obtained from a pickup truck by combining a cargo platform with a passenger compartment - a missing body panel and a plastic top. The main merits of the second generation Surf (1989-1995) are the 1KZ-TE electronic diesel engine, which appeared in 1993, front independent suspension, five doors and a new image. It was no longer a utilitarian SUV, but rather a comfortable SUV, in other trim levels it had Recaro seats with pronounced lateral support. However, a two-liter 97-horsepower 3Y-E was still offered for a couple of years. In 1995, with the debut of the third Hilux generations Surf acquired permanent four-wheel drive with a switchable front axle. Prado received it only six months later. True, the front end did not turn off, and from his ancestors he inherited a three-door body. At the same time, the line of motors was already united, and the frame, most likely, too. Apart from Japan, HiLux Surf under the name 4Runner has always been offered only in America, while Prado was sold in Europe and Russia. |
Market pricesBrand moneyFrom off-road vehicles that appeared in 2002, it is naive to demand price dumping. Still, it will be possible to save within certain limits. Our technical clones differ not only externally and internally. The main factor that opened the abyss between them is the name. This was laid back in the 80s, and now there is no escape from brand promotion. The phrase Land Cruiser, despite the "plebeian" prefix Prado, has a magical meaning. And Surf… he's just Surf. Of course, the current unstable price situation also contributes. But even without it, there is a very significant difference in cost between cars. For example, HiLux with a base 2.7-liter engine manufactured in 2002-03 is estimated at 850-865 thousand rubles. Prado with a similar engine will cost at least 300-400 thousand more. And this is not a record - regardless of the engine and configuration, there may be a half-million difference. If we talk about copies at the age of two or three years, then for the Land Cruiser, it is possible that you will have to pay 700 thousand or more. Do I need to pay for a name? After all, Surf is no worse in every respect, and its cost even for cars of 2005 with 3.4- or 4.0-liter engines is unlikely to be more than a million rubles. |
Nissan Pathfinder
3.0 (231 hp) 7AT, price 2,218,000 rubles.
Nissan Navara
2.5 (190 hp) 5AT, price 1,521,200 rubles.
Toyota Hilux
3.0 (171 hp) 5AT, price 1,642,500 rubles.
Toyota Land Cruiser Prado
3.0 (173 hp) 5AT, price 2,336,500 rubles.
The "superpowers" of Toyota and Nissan seem like indestructible fortresses. But would you know what intrigues and conspiracies are weaving behind the walls of these symbols of power! Today, pickups are popular, and some of them are ready to kill fellow SUVs for every extra customer. To resolve the dispute (both between clans and internal "disagreements"), we have assembled four diesel representatives of glorious families. Let's let them blow off steam!
This test is unique to our journal. Regular readers are well aware of the comparative materials in which three classmate models appear. Contrary to the established tradition, we took two station wagons and a pickup truck. Pathfinder and Navara are sold on the domestic market, which are structurally similar, but have different types of bodies, rear suspensions and are “close” to each other in price. In the database, they cost 1,362,500 and 1,149,450 rubles. respectively. For a "pathfinder" with a powerful three-liter diesel engine, you will have to pay almost 2 million rubles. The duel between pickups and SUVs is one of the intrigues of our test, which means that Navara with a standard 2.5-liter engine will have to resist just such a monster as the Pathfinder. But the Nissan truck, according to the declared parameters, is not a miss! Does a modern, well-equipped pickup truck for outdoor activities have a sufficient set of consumer and driving characteristics that make it necessary to abandon the SUV? Between Land Cruiser Prado and Hilux there is an image and price abyss. The cost of LC 3.0 is from 1,928,000 rubles. A pickup with a similar engine will cost half a million cheaper. Perhaps, in the absence of 4Runner on the Russian market, the pickup truck has a chance to become a more affordable alternative to the “cruiser”? And if you compare trucks, and then SUVs? During the test, we will try to answer these and other questions. And no "team performances" like Toyota against Nissan! Every man for himself!
The battle of pickups turned out to be fair. Both are framed. They have identical all-wheel drive schemes: Part-time and downshift. Suspension types too - independent springs in front, dependent springs in the back. Dimensions and weight are similar. The equipment includes exchange rate stability systems. Navara, created with an eye on outdoor enthusiasts, is not a new car. current generation D40 in service since 2005. After last year's modernization, the appearance was updated, and the four-cylinder turbodiesel began to produce 190 hp. instead of 174 hp The seventh generation of Hilux has been produced for as long as Nissan, but he just got to us and was more interested in the familiar "rich" dude.
Two perspectives on modernity
_Pathfinder_Navara_Hilux_LCPrado_Page_04_Image_0005.jpg)
“Guys, are you sure that it’s new and we didn’t slip a pickup truck of the last generation?” - badly joked a colleague. Against the backdrop of the bold, aggressive Navara, the black truck really looked ... let's say, less modern and emotional. "Exactly" and without frills. And the interior design at first seemed a complete disappointment. It looks like the interior was designed in the 90s. Or maybe its creators were not aware of the current design trends, that there is a separate climate control, and competitors already have a multimedia monitor on the center console? Most of all, we were surprised by the ultra-cheap finishing materials and the inconsistency in appearance"music", on-board computer and climate control unit. These elements seemed to be taken from different models: numbers and narrow screens differed in color. And this is in a car for 1.5 million rubles! The doorway of tall drivers makes you duck, but the “rag” front seats with good “friction” properties and a good shape are quite comfortable. The Toyota seat is at a “human” height without appropriate adjustment (in pickups, the seat cushion is often located almost on the floor), and the steering wheel, on the contrary, is too low and is adjusted only by tilt in a very small range. There is almost expanse on the back sofa: even if there are no handles on the racks that make it easier to get on and off, as in Navara, the pillow is placed at the optimal height, so you don’t have to sit with your knees bent. And the sofa, ready to welcome even three, is pleasant. Forward visibility did not cause any complaints, but driving in reverse in a car with a tinted kung is below average pleasure. Hefty "burdocks" of rear-view mirrors are a good help, but the Hilux could use parking sensors. The instrument reads perfectly.
Against the background of Toyota, its rival from the Nissan camp is just a stuffed luxury SUV. The driver and passenger are provided with separate climate control, a navigation system, and a rear-view camera. The interior and exterior design is fifteen years younger than Toyota's. Finishing materials are inexpensive, but better than Haylaks. The front seat cushions are longer and can be adjusted in height. But Nissan's ergonomics are not without flaws. For example, I didn’t like the radio control buttons, “scattered” on opposite sides of the “beard”. The A-pillars are very wide at the base, which impairs visibility for short drivers. The chair is unusual, with a cushion moving up and down separately from the back, and its profile is hardly more successful than Toyota's. Our measurements showed that the interior of the Navara is wider than that of the simpleton Hilux. In reality, the feeling is the opposite. This is due to the massive "vice" of the door panels. In terms of legroom on the second row, Navara wins, but outright loses in terms of the convenience of the seat itself: it is placed lower, the pillow is shorter, and the shape is simpler, “flatter”.
The cargo platform of the blue track is longer and wider than that of the Hilux. He also leads in the declared load capacity of 805 kg. Well, Toyota is able to take a weight equal to 710 kg.
Toyota Hilux
_Pathfinder_Navara_Hilux_LCPrado_Page_04_Image_0001.jpg)
The Toyota Hilux power unit is located longitudinally in front. A simple symmetrical differential (D) is placed in the front axle. The rear axle of the version with automatic transmission (as on the test sample) also has a free symmetrical differential (D). On versions with a five-speed manual, a symmetrical self-locking differential (SSD) is installed in the rear axle.
There is no differential in the transfer case, the front axle is connected rigidly. For other test participants, the transfer case is controlled by a servo drive, in Hilux - by a lever located on the central tunnel, above the automatic transmission selector. In H2 mode, only the rear wheels are driven; in H4 mode, the front wheels are connected. Through the neutral position, you can also turn on the L4 mode - a downshift (PP) is activated in the transfer case. You can improve the off-road properties of the car by turning off the Dynamic Stability Control (VSC) system - a key with the inscription "OFF" and a characteristic icon is located on the central panel. VSC are equipped with Hilux versions with automatic transmission.
Armored car and SUV
_Pathfinder_Navara_Hilux_LCPrado_Page_08_Image_0006.jpg)
Not otherwise in a past life, the black Pathfinder was a real tank. Angular, uncompromising, and even trying to look like a coupe disguised as racks door handles. Friendly, almost devoid of external aggression, the Land Cruiser Prado is its antipode. That's just the calm "muzzle" and the easily recognizable silhouette of Toyota have a stronger psychological impact on road users than the assertive chrome front and faceted "eyes" of the Pathfinder armored car. Respect! And there is a reason. Permanent four-wheel drive, reduction gear, inter-axle and rear inter-wheel differential locks, rear air suspension, which allows you to change the ground clearance. Prado has been on our tests more than once, and every time this car never ceased to amaze. It can hardly be called beautiful, but the appearance of the "Japanese" is full of nobility, calmness and confidence, which are transmitted to the driver. The massive “rectangle” of the center console, from the bottom of which the rear and center differential lock keys are lined up, and a real steering wheel with a thick rim, trimmed with leather and wood, give a feeling of impenetrability and invincibility. The SUV does not give reasons to doubt itself: there are no barriers for us! In the interior decoration, solid materials are used, and the build quality is excellent. Whether among duelists "Germans" with meticulously adjusted ergonomics or Land Rover Discovery, small shortcomings of LC would appear more appreciable. But, no matter how hard we tried, none of the four of us, who are of average height and “standard” dimensions, found serious reasons for resentment against the Toyota workers who “sculpted” the driver’s workplace. You don’t have to be tall to appreciate the high doorway and a lot of “air” in the cabin. Only at Prado, the steering wheel is also adjusted for reach, and by means of an electric drive. It is a sin to complain about the lack of space and the convenience of landing, whether it be front seats or a rear sofa. The advantage of Prado is also in the third row of seats and in the trunk.
LC Prado - old-timer Russian market SUVs, the current 150 series has been produced since 2009. The third generation Pathfinder (R51) is the same age as the Navara, but its " inner world is still fresh and does not look dated. Stylistically, it almost copies the bowels of Navarovo: here is the same massive center console with a scattering of buttons, topped with a multimedia monitor. The digitization of the speedometer is similar in different sizes, which worsens the convenience of reading the readings. If we compare the station wagon with a fellow truck, then the driver’s landing is lower, and the claims are similar. The left hand has to be placed on the windowsill, as the elbow rests on the door. The center armrest is shifted back, which may not appeal to short people. Sitting in the back is not as comfortable as in the LC Prado, due to the chair, which “presses” on the middle of the back and does not have normal lumbar support. The third row, as in Prado, is here. But overall, the Pathfinder's cabin exudes a fighting spirit and leaves a pleasant impression. The off-road arsenal is poorer than Toyota's and includes an on-demand all-wheel drive system and a lowering system. There are no forced locks, but their function is performed by electronic imitation.
Nissan Pathfinder
_Pathfinder_Navara_Hilux_LCPrado_Page_08_Image_0001.jpg)
The Pathfinder power unit is placed longitudinally in front. The bridges are equipped with simple symmetrical differentials (D). There is no center differential in the transfer case. The driver can select transmission modes using the selector located on the central panel. In Auto mode, the torque-on-demand (T) system operates when driving on a flat, dry road with constant speed only the rear wheels are driving, but if one of them starts to slip, a multi-plate friction clutch comes into action, the actuating element of which is an electromagnet, and part of the thrust is transferred to the front axle. In the 4H mode, the clutch is almost completely locked, and the distribution of torque between the axles depends on the conditions for the adhesion of the wheels to the road.
But when a downshift (PP) is activated, the moment in the transfer case to the front axle is transmitted bypassing the clutch, which increases the off-road properties of the machine. The manufacturer recommends using both last modes only on bad roads and only when driving at speeds up to 50 km/h.
Trucks go to battle
_Pathfinder_Navara_Hilux_LCPrado_Page_06_Image_0007.jpg)
Of the pickups, the louder rattling of weapons is obtained from Navara: 190 hp. and 450 Nm - a serious bid for leadership in the sprint. Toyota, whose engine is half a liter larger, develops "only" 171 hp. and 360 Nm. The difference in the claimed acceleration figures to 100 km / h is almost a second, although for a truck this is not an eternity. The Hilux's assertive acceleration, accompanied by a slightly strained growl, exceeds all expectations. According to my feelings, the black truck with the “booth” is even more nimble than expected from it!
It is not easy to choose a clear leader in driving sensations. In terms of smoothness, the harsh Nissan is noticeably worse than Toyota. And if large potholes near Moscow come across under the wheels, then you immediately want to slow down: the suspension is noisy, the car shudders. It's a shame, because thanks to the "ammunition" it is able to maintain a relatively high speed on a broken road. In a straight line, the Navara suffers more from rutting and bumps, keeping the driver under more stress and forcing them to steer. In a turn, she can test your nerves for a fortress, rearranging on potholes. During the test, we even had an assumption: not everything is safe with the Navara suspension. Probably, the above features are characteristic of a particular instance. But there is also enough positive: the suspension does not break through, on good coverage acoustic comfort is no worse than in the Hilux, the steering is quite precise and informative, and the brakes with a well-tuned drive slow the two-ton truck with almost effortless efficiency.
Even an empty Toyota impressed me with high, not at all “spring” softness and comfort, better stability on a straight line. In turn, the situation is ambiguous. On the one hand, the car feels slightly inert, on the other hand, it behaves decently and stably for its weight and size parameters. The brakes are decent, but less grippy than Nissan's. Calculating the deceleration is a little more difficult - you have to put more pressure on the pedal and, just in case, keep a large distance from the car in front. I was pleased with the fuel consumption corresponding to the declared “mixed” 9.0 liters, and the slight jerks-jerks when shifting gears upset me.
The Duelists are similar in length, while the Navara is wider than the Toyota. However, during the moose test, the Hilux seems to increase in size. Behind the wheel, he follows quite accurately, but leaves a feeling of a kind of barge. Nissan is sharper and more nimble when avoiding obstacles. Summing up the driving asphalt part, we can safely say that both cars have sufficient dynamics and controllability adequate for trucks. If by driving we mean a speed that is comfortable for the driver, giving confidence and a sense of control, then our heroes even surpass some cars in this parameter.
Nissan Navara
_Pathfinder_Navara_Hilux_LCPrado_Page_06_Image_0003.jpg)
The Navara power unit is placed longitudinally in front. The bridges are equipped with simple symmetrical differentials (D). To improve the vehicle's off-road properties, the driver can lock (P) the rear axle differential. The corresponding key of the electromechanical drive is located on the central panel to the left of the steering column. The transfer case does not have a center differential.
To select the transmission operating modes, a selector located on the central panel is used, it has the following positions: 2WD - only the rear wheels are driving, 4H - the front wheels are connected, 4LO - downshift is activated in the transfer case. The driver can turn off the dynamic stability control system - the corresponding key is located on the central panel.
Do not forget that the Navara front axle is connected hard. Therefore, the manufacturer draws the attention of motorists to the fact that long-term movement on good roads using one of the all-wheel drive modes can lead to a breakdown of one of the transmission elements.
Fire and ice
_Pathfinder_Navara_Hilux_LCPrado_Page_10_Image_0007.jpg)
“A little slower, horses, a little slower…” - wasn't Vysotsky singing about Pathfinder? Three-liter turbodiesel about 231 hp and 550 Nm is not located to joke! The manufacturer promises that acceleration to 100 km / h is possible in 8.9 s. In fact, it seems to be even faster. The nature of the motor is not diesel at all. This applies to both resourcefulness and a fairly quiet “voice”, almost devoid of characteristic grunting and rattling. Fuel is added to the fire by a seven-speed automatic, which works clearly, but very diligently. Any slightest push on the gas causes the tachometer needle to jump to 3000 rpm, although peak torque is already available at 1750 rpm. It remains a mystery to us why a diesel engine typically needs a gasoline automatic transmission setting. The handling of the car with independent rear suspension did not create an impression of impeccable. Although the comfort level is quite high, the straight-line ride is not as stable as the Navara. I thought it was a fantasy, but no - this was also noted by colleagues. Having driven a “hot” SUV, I realized who might like it. This is a relatively young man who is fond of extreme sports, striving to get adrenaline every day. I, apparently, am already a little old in soul, so in Prado I was unlike more comfortable and calmer. The comfort on board the Toyota is extraordinary; it has almost no equal in its ability to hide speed. I have noticed more than once that it is at the wheel of the Prado that I approach the turn at too high a speed simply because I don’t feel the real pace. In terms of brakes, the SUV lost to Pathfinder: at the pedal free play more and the deceleration is not so sure. Otherwise, I liked the car the same as the Hilux - balance! For example, it does not overload the steering wheel with unnecessary information, as Nissan does, but it is controlled clearly and predictably. When performing the moose test, the Prado rolls more strongly, but willingly goes “behind the wheel”, and the Pathfinder is completely independent suspension and totally good! Ride on a bumpy road is higher for Prado thanks to shock absorbers with adjustable stiffness (the help of the “comfort” mode is especially noticeable on a country road) and rear air suspension.
Toyota Land Cruiser Prado
_Pathfinder_Navara_Hilux_LCPrado_Page_10_Image_0001.jpg)
The power unit of the SUV is located in front longitudinally. Simple symmetrical differentials (D) are installed in the front and rear axles. In addition, the Land Cruiser Prado is the only test participant that has a center differential in the transfer case. This provides him better handling when driving on a good road. The Prado center differential is an asymmetric self-locking mechanism of the Torsen type (NSD). On its own, it cannot completely block, so the engineers have provided for the possibility of its forced complete blocking, as well as blocking the rear axle differential. Two corresponding keys with characteristic icons are located on the central panel. Next to them is a downshift switch (PP) in the transfer case. It has two positions - H4 and L4. Also at the disposal of the driver is the function of deactivating the system of dynamic stability control (VSC). Its key is located on the central panel to the right of the steering column. Here are the keys for adjusting the ride height and the stiffness of the shock absorbers.
different schools
_Pathfinder_Navara_Hilux_LCPrado_Page_14_Image_0001.jpg)
Inspection of the bottom of the pickup trucks showed once again how different the representatives of the two Japanese clans are. Toyota has practically no obvious weaknesses, except perhaps brake pipes, located on the side of the frame, can be “uprooted” by a log that has jumped out from under the wheel or damaged by a boulder. The engine crankcase is covered with a metal sheet, and the transfer case also has a small and “short” protection against stones. The plastic casing is responsible for the safety of the tank. Clearances are higher than Nissan's, and approach, exit and ramp angles are larger. The latter, by the way, could be even better if it were not for the stupid thresholds-steps. Suspension travel before hanging - and that one is a little better than Navarov's. With the front axle connected, Toyota does a good job of kneading the dirt. It is possible that a forced locking of the rear differential may come in handy, but the three-liter version does not have this useful device. But in general, the Hilux design inspires great confidence.
There were more reasons for nit-picking the dense bottom of the Navara. There is no protection for the engine crankcase pan, automatic transmission crankcase, not very high hanging transfer case and gas tank. The lowest point is the bend in the exhaust system. The embarrassment was caused by the fins of the rear axle housing, which is easy to damage. There may be problems with the handbrake cable, the wiring in the area of the rear axle and the wiring harness in the area of the automatic transmission - if the assault on the intersection is unsuccessful, they break off for “one or two”. The front stabilizer struts are located low.
Who is more "real"?
The payment for the asphalt enthusiasm Pathfinder was the geometric cross. Most of the gaps, and even the corners (with the exception of the ramp) are similar to those of Toyota. The situation with the shoulder region is more sad rear wheels. Where the Prado axle beam will let a stump pass under it, Nissan's low-lying levers will stumble upon it. Prado has protected engine, transfer case and fuel tank. His opponent can only boast of a covered steering mechanism. Weak spots both cars have it, but when comparing them, it becomes clear that the bottom of the Pathfinder is worse prepared for off-road. How do you like, for example, the oil line, suitable for the engine at the very bottom, which can be torn off at the very first “planting” of the car? The fuel pipes are fixed on the frame and under certain conditions are “vulnerable”, the stabilizer is placed low, in front of the gearbox itself, and as if waiting for a meeting with a snag. The Prado has slightly vulnerable air bellows and brake pipes near the frame, and a low-hanging tank can be “leaned” against a complex bend in the terrain. Articulation measurements only confirmed Toyota's victory with its half-meter suspension travel.
Is the Nissan Pathfinder a Bad SUV? We do not endorse this in any way. Simply, getting out on it in a field or forest, where there are a lot of stones with “boards”, and the terrain can insidiously “sag”, you should remember about the design of the car.
Being determines choice
_Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0005.jpg)
Toyota Land Cruiser Prado is an excellent balance between comfort on asphalt and all-round capability. The bar that this ATV sets is high in many disciplines, and only a small number of vehicles manage to cross it, which is reflected in our ratings. The level of equipment, the quality of the interior and the price tag make potential competition with the Hilux unlikely. It is unlikely that a person who decides to purchase a Toyota pickup truck, a workaholic with much more meager off-road potential and simple equipment, will buy a younger brother of the “two hundred” and vice versa.
Comparing the Land Cruiser Prado directly with the Pathfinder 3.0 is probably not entirely correct either. Nissan's brainchild is very peculiar. Enjoying equanimity and "adulthood" Toyota may not appreciate the youth fuse of Nissan. But still? If you often drive around the city and the highway, diluting the dynamic “shoots” on the asphalt with forays into simple off-road, then the “pathfinder” from Nissan will be to your liking. If you plan to get out on a more difficult off-road, then for similar conditions"cruiser" is better suited.
Pathfinder or Navara? Good question. The cars are almost equal. If the cargo compartment and the harsh ride are not embarrassing, then the Navara will become a true and more accessible friend. And finally, the most interesting: Navara or Hilux? Almost a "Chinese" salon, the worst among test machines ergonomics, cost from 1.4 million rubles, version with a 3.0-liter engine and automatic transmission, but at the same time cost-effectiveness, balance, good level acoustic and driving comfort - all this is "high luxury". Oddly enough, my personal choice was the black truck. I am ready to endure all the listed shortcomings, since they are more than compensated for by the unsurpassed legendary survivability. No wonder people joke: "After a nuclear war, only cockroaches and Hylaxes will survive."
_Pathfinder_Navara_Hilux_LCPrado_Page_11_Image_0001.jpg)
| Toyota Hilux | Nissan Navara | |||
|---|---|---|---|---|
| C | 220 | 220 | ||
| 220 | 220 | |||
| 230 | 225 | |||
| 325 | 315 | |||
| D | 305 | 255 | ||
| 375 | 275 | |||
| 330 | 275 | |||
| B1 | Cabin width in front, mm | 1365 | 1435 | |
| B2 | Rear cabin width, mm | 1360 | 1400 | |
| B3 | Load platform width min./max., mm | 1010/1450 | 1120/1495 | |
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, the rear seat is shifted all the way back
_Pathfinder_Navara_Hilux_LCPrado_Page_11_Image_0007.jpg)
| The results of geometric and weight measurements made by editorial experts in the conditions of an auto-polygon | ||||
|---|---|---|---|---|
| Nissan Pathfinder | Toyota LC Prado | |||
| C | Clearance under the front axle in the center, mm | 220 | 200 (205)*** | |
| Clearance under the front axle in the shoulder area, mm | 225 | 225 (220)*** | ||
| Clearance under rear axle in the center, mm | 240 | 230 (230)*** | ||
| Clearance under the rear axle in the shoulder area, mm | 180 | 320 (320)*** | ||
| D | Minimum clearance inside the base, mm | 265 | 225 (235)*** | |
| Clearance under the frame or side member, mm | 265 | 310 (325)*** | ||
| Clearance under the fuel tank, mm | 265 | 245 (260)*** | ||
| B1 | Cabin width in front, mm | 1435 | 1480 | |
| B2 | Rear cabin width, mm | 1400 | 1440 | |
| V | Useful trunk volume (5 pers.), l | 488 | 444 | |
*R point (hip joint) to accelerator pedal
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, the rear seat is shifted all the way back
*** Data in brackets for maximum air suspension position
| Vehicle Specifications | ||||
|---|---|---|---|---|
| Toyota Hilux | Nissan Navara | Nissan Pathfinder | Toyota LC Prado | |
| MAIN CHARACTERISTICS | ||||
| Length, mm | 5255 | 5296 | 4813 | 4760 |
| Width, mm | 1835 | 1848 | 1848 | 1885 |
| Height, mm | 1820 | 1782 | 1858 | 1890 |
| Wheel base, mm | 3085 | 3200 | 2853 | 2790 |
| Track front / rear, mm | 1540/1540 | 1570/1570 | 1570/1570 | 1585/1585 |
| Curb / full weight, kg | 2050/2760 | 2000/2805 | 2210/2980 | 2475/2990 |
| Maximum speed, km/h | 175 | 178 | 200 | 175 |
| Acceleration 0–100 km/h, s | 11,6 | 10,7 | 8,9 | 11,7 |
| Turning diameter, m | 12,4 | 13,3 | 11,9 | 11,6 |
| FUEL CONSUMPTION | ||||
| City cycle, l/100 km | 11,7 | 11,5 | 12,4 | 10,4 |
| Country cycle, l/100 km | 7,3 | 7,6 | 7,7 | 6,7 |
| Combined cycle, l/100 km | 8,9 | 9,0 | 9,5 | 8,1 |
| Fuel/volume fuel tank, l | Dt/80 | Dt/80 | Dt/80 | Dt/87 |
| ENGINE | ||||
| engine's type | Diesel | Diesel | Diesel | Diesel |
| Location and number of cylinders | P4 | P4 | V6 | P4 |
| Working volume, cm 3 | 2982 | 2488 | 2991 | 2982 |
| Power, kW / hp | 171/126 | 190/140 | 231/170 | 173/127 |
| at rpm | 3600 | 4000 | 3750 | 3400 |
| Torque, Nm | 360 | 450 | 550 | 410 |
| at rpm | 1400–3200 | 2000 | 1750 | 1600–2800 |
| TRANSMISSION | ||||
| Transmission | AKP5 | AKP5 | AKP7 | AKP5 |
| Downshift | 2,566 | 2,630 | 2,680 | 2,570 |
| CHASSIS | ||||
| Front suspension | independent, spring | independent, spring | independent, spring | independent, spring |
| rear suspension | Dependent, spring | Dependent, spring | independent, spring | Dependent pneumatic |
| Steering gear | screw nut | Rack | Rack | Rack |
| Brakes Front | Disc ventilated | Disc ventilated | Disc ventilated | Disc ventilated |
| Brakes Rear | drums | drums | Disc ventilated | Disc ventilated |
| Active Safety Tools | ABS+EBD+BAS+VSC | ABS+ESP+EBD+Brake Assist | ABS+EBD+Brake Assist+ESP+TCS+HSC+HDC | ABS+EBD+BAS+A-TRC+VSC+DAC+AVS+AHC+KDSS+Crawl Control |
| Tire size* | 265/65R17 (30.6")* | 255/65R17 (30.1")* | 255/60R18 (30.0")* | 265/60R18 (30.5")* |
| MAINTENANCE COSTS | ||||
| Estimated costs for the year and 20 thousand km, rub. | 217 238 | 206 900 | 225 015 | 236 018 |
| The calculation takes into account | ||||
| The cost of the CASCO policy (experience from 7 years) **, rub. | 132 500 | 125 750 | 141 290 | 147 840 |
| Road tax in Moscow, rub. | 6498 | 8550 | 17 325 | 6498 |
| Base cost of maintenance***, rub. | 27 150 | 21 700 | 12 650 | 34 670 |
| We are standing. first oil change***, rub. | 5700 | 5000 | 5300 | 5700 |
| Frequency of maintenance, thousand km | 10 | 10 | 20 | 10 |
| Fuel costs for the combined cycle, rub. | 45 390 | 45 900 | 48 450 | 41 310 |
| WARRANTY TERMS | ||||
| Duration of the guarantee, years/thous. km | 3/100 | 3/100 | 3/100 | 3/100 |
| CAR COST | ||||
| Test equipment ****, rub. | 1 642 500 | 1 521 200 | 2 218 000 | 2 336 500 |
| Basic equipment****, rub. | 985 000 | 1 149 450 | 1 362 500 | 1 699 000 |
**Averaging based on data from two large insurance companies
***Including Consumables
****At the time of preparation of the material, taking into account current discounts
| Expert assessments according to the results of tests of pickups | |||||
|---|---|---|---|---|---|
| Index | Max. score | Toyota Hilux | Nissan Navara | ||
| Body | 25,0 | 14,9 | 17,3 | ||
| Driver's seat | 9,0 | 5,1 | 6,7 | ||
| Seat behind the driver | 7,0 | 5,4 | 6,0 | ||
| Trunk | 5,0 | 2,9 | 3,1 | ||
| Safety | 4,0 | 1,5 | 1,5 | ||
| Ergonomics and comfort | 25,0 | 17,1 | 20,3 | ||
| Governing bodies | 5,0 | 4,1 | 4,2 | ||
| Devices | 5,0 | 3,8 | 4,6 | ||
| Climate control | 4,0 | 2,3 | 2,8 | ||
| Interior materials | 1,0 | 0,4 | 0,8 | ||
| Light and visibility | 5,0 | 4,1 | 4,1 | ||
| Options | 5,0 | 2,4 | 3,8 | ||
| Off-road qualities | 20,0 | 15,0 | 14,4 | ||
| gaps | 4,0 | 3,3 | 3,3 | ||
| corners | 5,0 | 2,1 | 2,1 | ||
| Articulation | 3,0 | 2,6 | 2,3 | ||
| Transmission | 4,0 | 3,3 | 3,4 | ||
| Security | 2,0 | 1,9 | 1,5 | ||
| wheels | 2,0 | 1,8 | 1,8 | ||
| Expeditionary qualities | 20,0 | 15,7 | 16,2 | ||
| Controllability | 3,0 | 2,1 | 2,3 | ||
| Driving comfort | 3,0 | 2,3 | 2,2 | ||
| Accelerating dynamics | 3,0 | 2,6 | 2,7 | ||
| 3,0 | 2,8 | 2,8 | |||
| Highway range | 2,0 | 2,0 | 2,0 | ||
| load capacity | 2,0 | 1,5 | 1,6 | ||
| Length unfolded. trunk | 19,1 | 19,3 | |||
| Driver's seat | 9,0 | 6,1 | 6,8 | ||
| Seat behind the driver | 7,0 | 6,5 | 6,3 | ||
| Trunk | 5,0 | 3,5 | 3,2 | ||
| Safety | 4,0 | 3,0 | 3,0 | ||
| Ergonomics and comfort | 25,0 | 22,3 | 23,3 | ||
| Governing bodies | 5,0 | 4,4 | 4,4 | ||
| Devices | 5,0 | 4,7 | 4,8 | ||
| Climate control | 4,0 | 4,0 | 4,0 | ||
| Interior materials | 1,0 | 0,8 | 0,9 | ||
| Light and visibility | 5,0 | 4,4 | 4,7 | ||
| Options | 5,0 | 4,0 | 4,5 | ||
| Off-road qualities | 20,0 | 14,2 | 16,7 | ||
| gaps | 4,0 | 2,6 | 3,1 | ||
| corners | 5,0 | 2,5 | 3,1 | ||
| Articulation | 3,0 | 2,3 | 2,7 | ||
| Transmission | 4,0 | 3,5 | 4,0 | ||
| Security | 2,0 | 1,6 | 2,0 | ||
| wheels | 2,0 | 1,7 | 1,8 | ||
| Expeditionary qualities | 20,0 | 18,6 | 18,3 | ||
| Controllability | 3,0 | 2,5 | 2,5 | ||
| Driving comfort | 3,0 | 2,7 | 2,9 | ||
| Accelerating dynamics | 3,0 | 3,0 | 2,6 | ||
| Fuel consumption (combined) | 3,0 | 2,7 | 3,0 | ||
| Highway range | 2,0 | 2,0 | 2,0 | ||
| load capacity | 2,0 | 2,0 | 1,5 | ||
| Length unfolded. trunk | 2,0 | 1,7 | 1,8 | ||
| Spare wheel | 2,0 | 2,0 | 2,0 | _Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0004.jpg) | _Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0003.jpg) |
| pros | High ride comfort for a pickup truck, good fuel economy, legendary reliability | Good handling, decent dynamics, excellent level of equipment | Powerful diesel engine, modern seven-speed automatic, decent level of comfort | Comfort on almost any type of surface, extensive off-road arsenal, spacious salon, interior quality | |
| Minuses | Archaic interior design, imperfect ergonomics, high price | Very weak security of the main components and assemblies from below. Not the most ideal ride | high consumption fuel, "nervous" operation of the gearbox, not the most off-road transmission and not the best off-road preparation | Relatively high cost and very expensive operation. Brakes could be better | |
| Verdict | One of the real classic pickups that feels very good on different types coatings | An outdoor pickup that outperforms some cars | The SUV will appeal to active drivers and fans of outings into nature. Most importantly, without fanaticism! | An outstanding, harmonious car that gives confidence both on asphalt and in terrain where there are no roads | |
photo: Roman TARASENKO
The Toyota Hilux pickup has almost an anniversary: the first generation of this hard worker began to be produced back in 1968. For almost half a century, more than 16 million units have already been riveted "Hailaxes", they travel around all continents, and their "indestructibility" has become almost a household word. Over the history of the Hilux, they have been mocked enough by both drivers and the famous trinity from the Top Gear program. This is the first and so far the only car, which reached the geographic South and magnetic North poles. And he is also very fond of in the "hot spots" of the Middle East and Africa - as a hardy platform for the installation of weapons. True, Toyota no longer knows where to hide ...
Minimum price
Maximum price
To anyone who doubts, Toytists say that the eighth generation Hilux is so new that even the part numbers are already different from its predecessor. Toyota does not hide the fact that they tried to take the Hilux away from the image of a utilitarian truck and pull it closer to a passenger car. Therefore, the new pickup truck now has an aggressive, cocky appearance (against this background, the previous Highlax looked much more boring), and the interior has become more “passenger”, both in design and in terms of equipment.
In terms of dimensions (5350x1855x1815 mm), the eighth generation Toyota Hilux is 90 mm longer, 20 mm wider and 35 mm lower than the previous model. But the global update of Hilux touched not only the size, appearance and interior. So, the filling of the pickup truck has also been radically updated, including the line of engines. And this was one of the first questions from our readers.
What is interesting in the new engines and will there be an 8-speed automatic soon?
So, now under the hoods are completely new 4-cylinder diesel engines of the GD (Global Diesel) family with a volume of 2.4 liters (2GD-FTV) and 2.8 liters (1GD-FTV). Both of the latest "global" diesels are also made from scratch and have nothing in common with their well-deserved predecessors of 2.5 (2KD-FTV) and 3 liters (1KD-FTV), which began to be produced back in the early 2000s.
The new Toyota Hilux comes to Russia from Thailand, and only with a 4-door cab. Our model has been the leader in the pickup class since 2012 (Russia provides 19% of European Hilux sales), and in the most successful 2014, 6790 Hilux cars were sold in our country. Competitors? Only Mitsubishi L200 and VW Amarok remained, while Ford Ranger and Nissan Navara left our market.
As with previous diesel engines, the new GD series engines have a common-rail direct fuel injection system and a turbocharger with variable geometry. But the Toyota-designed turbo is 30% smaller and spins faster, reducing turbo lag and helping to halve throttle response time. The fuel injection pressure was raised to 2200 bar and now it is fed into the combustion chamber not in two, but in five separate portions. This improves combustion efficiency and reduces the characteristic diesel rumble, making the engines quieter. And in the new diesel engines, Toyota engineers replaced the timing belt with a more durable chain!
The decrease in the working volume of new diesel engines also worked to reduce noise, although they became more powerful in terms of output. So, the base 2.4-liter turbodiesel now develops 150 hp. and 400 Nm against 144 "forces" and 343 Nm for the previous 2.5-liter unit. The power of the flagship 2.8-liter diesel engine (installed on Hilux in Comfort and Prestige trim levels) has risen to 177 hp. and 450 Nm of torque, while the 3-liter predecessor was "harnessed" by 171 "horses" and 360 Nm. Both diesel engines now meet Euro-5 standards, for which a particulate filter is installed in the exhaust tract in addition to the catalyst.
In terms of its dimensions (length 1569 mm, width 1645 mm), the cargo platform of the new Hilux is declared as the largest in the class. The radio antenna was moved forward to the cab so as not to damage it with the load. The list of accessories for the body - plastic and metal protective liners, tool boxes, retractable floor...
New engines - new boxes. The base 2.4-liter diesel engine is now combined with a 6-speed "mechanics", and the 2.8-liter engine - with a 6-band automatic. In order to start faster and pull better, both gearboxes have increased 1st gear ratios (by 10% for manual transmissions, by 2% for automatic transmissions), and the “extended” 5th gear and the presence of a 6th gear help save on the track. Under more powerful motors Other transmission units have been "finished": the driven shaft of the transfer case has become thicker, the cross-axle differentials and universal joints have been strengthened, a transmission damper has been introduced to reduce noise and vibration. The gear ratios of the main pairs of axles in the 2.8-liter version with an automatic transmission are the same (3.90), and on the 2.4-liter pickup truck with a manual transmission they are more “high-speed” (3.58) for the sake of fuel economy.
The all-wheel drive scheme with a hard-wired front axle (4H mode can be switched on at speeds up to 100 km / h) remained the same, as did the gear ratio of the reduced row in the razdatka (2.56). But the transfer case control lever has sunk into oblivion, instead of it now there is a "washer" of the servo. Fans of "analog" control may not quite like it. As a consolation pill - a rigid forced locking of the rear cross-axle differential, which is now included in all configurations without exception!
A "two-story" dashboard made of "oak" plastic with a seemingly separate 7-inch "tablet" will clearly cause controversy. But in terms of build quality and convenience - almost no undermining. There was a steering wheel adjustment for reach and a servomotor for folding mirrors, the armrest became larger ... The cabin is now quieter, but on a car with a high kung, a thin aerodynamic whistle, clearly audible in the back row, still annoyed.
Another new Hilux became the first pickup truck in the world to receive electronic system iMT, which helps to change gears in manual transmission. When switching to a higher stage, the automation does not allow the engine speed to fall below the speed of rotation of the drive shaft of the mechanical box at the moment the clutch discs close. And when switching from higher to lower gears, the iMT system briefly “throws up” the crankshaft speed so that there is no jerk. It's a pity that there were no "Hailaxes" with a 2.4-liter diesel engine and this very "mechanics" on the test drive. But if Toyt's iMT works as efficiently as the similar Active Rev Matching system on , then this is a really good help.
Eight-speed automatic? Toyota believes that the Hilux can do without this more expensive gearbox - six steps are enough for it. In fact, the same policy applies updated Prado and - they also have a 6-speed automatic, and an 8-band gearbox for them is not yet visible on the horizon.
- The glove compartment is now two-story, and the top one is with cooling (already in the basic configuration).
- The cushions of the back sofa still rise up, and 2 niches for small things are kept under the floor.
- The new front seats have a comfortable back profile, a wider range of settings, 10 mm higher cushions, and 15 mm more height adjustment. At the rear, passengers have added space above their heads, in the shoulders and knees. It sits normally, although the inclination of the back of the sofa is expectedly close to vertical.
And is the “eight-speed” really necessary, if the new Hilux is quite good with a 6-speed automatic? In a more efficient box, a sports mode and a manual shift function appeared, and on the descent along the highway, the machine independently tucked the lower stage and slowed down the engine when I let off the gas, moving along the serpentine.
The 2.8-liter diesel itself pulls much faster against the background of the 3-liter predecessor, especially when accelerating from medium speeds and revolutions, less often requiring downshifts. Moreover, the diesel now also reacts to the gas pedal more quickly than it was. Is this not enough? Then you can rev up the engine by pressing the Power Mode button to the left of the automatic transmission selector - it makes the reactions to the gas a little sharper. Of course, the combination of the motor and gearbox does not reach the "gasoline" speed, but the "vegetables" in the reactions have definitely become less.
- In the base of the Hilux - a conventional air conditioner. Climate control (pictured) - only in the top version of Prestige.
- Keyless entry and push-button engine start - in the "Prestige" package. The Comfort version already has a 7-inch touch screen of the new multimedia Toyota Touch 2 and a rearview camera. But where is the navigation?!
- Toyota says that only the Hylax has a color on-board computer display in this class.
At idle and highway modes, the new diesel engine is now noticeably quieter and softer. But the completely characteristic diesel growl has not disappeared and breaks through at high speeds during active acceleration and overtaking. At low speeds, another sound nuance surfaced. When I "vegetable" in city traffic, then pressing, then releasing the accelerator, several times it seemed that the police were catching up with me with sirens on. I look in the mirrors - there is no police or ambulance. All hallucinations started? Then it dawned on me: these are not sirens, this is a turbocharger whistling so when you release gas!
Fuel consumption and dynamic performance? And how often is maintenance done?
Toytovites say that new diesel engines began to consume 1 liter less per combined cycle: for 2.4 liter declared average consumption at 7.3 l / 100 km, for a 2.8 l engine - 8.5 l / 100 km. But in reality, taking into account country roads, broken primers and serpentines, the onboard flow meter showed an appetite at the level of 10-11.4 l / 100 km. As for maintenance intervals, they are declared at the level of 10,000 km.
The new frame is stronger and more torsional stiffer thanks to wider longitudinal spars and cross members, which are also rounded to less “rake” off-road terrain. Toyota also claims that due to the galvanized metal coating of the frame, the guarantee against through corrosion of the frame has been increased to 20 years.
But the exact dynamic characteristics of the novelty are a mystery. Because in the official technical data Toyota does not indicate at all either the maximum speed or the acceleration time to 100 km / h. But in behind-the-scenes conversations, the Toytoites admit that "in numbers" the new Hilux has become a little slower - they say this is due to new methods for measuring dynamics.
Will diesels be common-rail again? They say that they are not well adapted to our diesel fuel? Or am I wrong?
The common rail high-pressure fuel system has long supplanted diesel engines old mechanical high pressure fuel pumps. Of course, more modern and precise fuel equipment common-rail is more sensitive to the quality of fuel and oil, and will not forgive attempts to "feed" it with what an old KamAZ or diesel locomotive can digest. But this is if you refuel "leftist". Because the quality of Russian "diesel" from major brands and network filling stations in recent years, albeit slowly, but has been increasing. And the very fact of the start of the sale of these modern motors in Russia says that Toyota is not afraid of our diesel fuel as much as their countrymen from Suzuki. By the way, Hilux with new diesel engines are also sold in the Far East. Although the Toyota workers admitted that a few years ago, because of the quality of the local fuel, they would not have dared to do this.
What about manageability?
I will not hide - on the gravel Sakhalin primers, often twisted no worse than a rally "dopa", the new Hilux provoked turning off the stabilization system and "tumble" sideways! Because in slips it is well controlled, on the move it falls less sideways, it rides more collected than its predecessor, and it steers quite informatively and accurately. In general, in order to make the handling of the pickup truck less sweeping, and the driving comfort not so "cargo", Toyota did a lot of trouble with the modernization of the chassis. The front independent spring on double wishbones, however, has not changed much.
- On the Standard and Comfort versions, more "toothy" off-road tires of the A / T type are now put in the database. Base wheels - 265/65 R17, on steel rims. Alloy wheels for 17 and 18 inches are an option.
- In the past Hilux, a hanging underride bar saved rear bumper off-road. Now all hope is only for a massive hitch. You will have to pull for it - there is no towing eye at the back.
- The steel underbody protection has become wider and thicker, and the new transfer case planted higher.
But in the back dependent suspension the leaf springs were lengthened from 1300 to 1400 mm (so that the feed is less "goat") and the spring attachment points are moved apart by 50 mm - so that the loaded pickup truck rolls less and "baptizes" in corners. Larger and more energy-intensive rear shock absorbers were installed asymmetrically to keep the Hilux better in a straight line, and the suspension dampened vibrations. At the same time, the attachment points of the rear suspension were shifted closer to the front edge of the springs - for greater steering stability, which, by the way, is equipped with a more "natural" power steering.
By the way, along with the new Hilux, the previous “lameness” was also cured: in the previous generation of the pickup truck, the working stroke of the suspension of the left rear wheel was shorter than the one on the right. Now the rear wheel travel has been leveled and even slightly increased - from 474 to 520 mm.
The depth of the passable ford has grown from 500 mm immediately to 700 mm! The minimum clearance is 227 mm, which is 15 mm more than the previous Hilux. Approach/departure/ramp angles are 31, 26 and 26 degrees, respectively. A slightly grown front overhang partly compensates for the bevel on the bumper. By the way, LED headlights dipped beam (option) in this class - only for Hilux.
The rear suspensions of the new Hilux are two types. For a number foreign markets a "cargo" version of the Hard is offered, allowing you to take on board more than 1 ton of cargo. But the newcomer comes to Russia only with a more comfortable rear suspension, which allows you to load a maximum of 880 kg on a pickup truck. Yes, on an empty car, you can even understand with your eyes closed that you are driving in a truck, albeit small, but with rear springs. On large pits and transverse shakes, of course, and on the steering wheel there is a "ripple" from bumps. But even in the back row, a ride on a grader can be easily transferred and not shoot yourself. Toyota's efforts to make the empty Hilux look less like a shaker were not in vain. Moreover, the energy-intensive suspension almost does not notice small and medium pits-bumps.
What are the road restrictions common use available for pickups? How is tax and OSAGO calculated for Hilux?
Pickup trucks are often seen as a cheaper alternative to the regular SUV. Therefore, when pickups are imported into Russia, sellers pass them through customs at a reduced, "cargo" rate of payment. So, for the Hilux officially sold in our country, it is written in the vehicle passport (PTS) that this is a "cargo onboard" car. That is, a truck. But the permissible gross weight of the new Hilux is 2910 kg, so in terms of weight it falls into passenger category"B" (gross weight before 3500 kg) driving license. On this point, these pickups have no restrictions for public roads. And the carrying capacity of less than 1 ton also allows you to drive inside the Third Ring Road in Moscow.
Thanks to the A-TRC traction control system taken from Prado, the new Hilux confidently climbs through the "diagonal" even without turning on the rear wheel lock. And to help on the descents and ascents, electronic assistants were introduced. True, due to the long base on the steep bends of the terrain, you can still bend the standard body sills.
But further on the path gets the so-called " cargo frame", which as an experiment (so far!) has been introduced in the Eastern District of Moscow: trucks with a gross weight of more than 2.5 tons are allowed to transit only along dedicated streets (there are 86 of them in the list). For leaving the "frame" and entering a residential area - a fine of 5,000 rubles. Only residents of this district can avoid it. And there are fears that in the near future this "framework" will not entwine all of Moscow ...
As for insurance, the OSAGO tariffs are clearly spelled out: only vehicles of category “C” belong to trucks, that is, with a gross weight higher 3500 kg. Hilux, with its gross weight, which does not even reach 3000 kg, falls into the passenger category "B". Therefore, although under the PTS he is a truck, he is subject to "passenger" rates.
With the transport tax, everything is exactly the opposite! The tax rate is not tied to the category, but to how the type of vehicle is recorded in the corresponding column of the TCP. That is, "cargo" tax rates already apply to Hilux. They allow you to pay less (yet!). For example, in Moscow, for the most powerful 177-horsepower diesel Hilux, you have to pay a tax of 6726 rubles. And for the "passenger" off-road vehicle Cruiser Prado, which received the same 3-liter turbodiesel with 177 hp, has to pay 8850 rubles.
Toyota accessories are oh so expensive! The combination of a flat plastic body cover, chrome bars and a protective platform liner (red Hilux) costs 247,595 rubles with installation. And a high kung with windows (blue pickup truck) - 326,544 rubles with installation!
By the way, here we let it slip: the Land Cruiser Prado off-road vehicle got into the test of the new Hilux because it was also updated! Let not as drastically as Hilux, but also on the case. The main changes are under the hood. So, the old 4- and 5-speed automatic boxes have been replaced by one new 6-speed automatic. And instead of the previous 3-liter 1KD-FTV diesel engine with a return of 173 hp. and 410 Nm (Russian version; for Europe it was 190 "forces" and 420 Nm) installed the same new 2.8-liter diesel engine as the Hilux, which will be available starting with the Comfort package at a price of 2,585,000 rubles.
Minimum price
Maximum price
But the first thing I go to try the base LC Prado Standart with a new machine, but the same 2.7-liter 2TR-FE 4-cylinder petrol engine (163 hp and 246 Nm). I have long wanted to ride it! No, this is not the same motor as on the (1AR-FE), on which it is made for a transverse layout, while the Pradovsky one is for a longitudinal one. And yes, this is the same "Prado", which is customary to "troll" for a modest engine for such a mass. Yes, acceleration to 100 km / h takes a slow 13.9 seconds (with a 5-speed "mechanics" - 13.8 seconds). Yes, the weight and a small margin of traction are expectedly felt; for active driving and overtaking, the engine must be turned frequently.
The Land Cruiser Prado with the former 3-liter turbodiesel accounted for about 70% of Russian sales of this model. And the appearance of a more powerful 2.8-liter diesel engine in conjunction with a new 6-speed automatic can increase this share. By the way, Russia ranks third in global Prado sales.
Fortunately, he does it willingly and not too noisily, and the new box is quite skittish. And if you do not require a lot, then enough for a quiet ride. On the track and primers, I got into a column between the test Prado with a new diesel engine and its version with a 4-liter petrol V6 with 282 hp. And while the neighbors in the column did not "fried", I will not say that "my" SUV was far behind the one in front and hopelessly slowed down the one behind. Consumption? 15 l / 100 km in the combined cycle according to the computer.
So is it possible to understand those who are ready to pay 2,329,000 rubles for such a Prado? After all, the salon is not rich, as is the equipment. Toyota say that the bulk of the base "Prado" goes to the northern regions, where they want more predictable in the cold gasoline engine, but are not ready to pay a minimum of 2,806,00 rubles for a V6 engine.
All changes in 2015 in the Prado salon were reduced to dark brown seat trim and aluminum-look inserts on dashboard. All this is available from the Prestige package.
At the same time, the car provides a minimum set of benefits (there is air conditioning, power accessories, a stabilization system and a normal radio tape recorder) - and Prado remains! With its image, large interior, hardy suspension and decent geometric cross-country ability. And with the reduced row turned on in the transfer case and the center differential locked, the test Prado confidently passes through mud, stones, and coastal sands. Yes, there is no locking of the rear cross-axle differential and an advanced A-TRC traction control system, even for a surcharge. But even with the usual "anti-bux" TRC, the SUV got out of such gullies, through which they already wanted to drag me on a "tie". So while skeptics scoff, the 4-cylinder gasoline Prado quietly makes 15% of sales of this model in Russia ...
And what about the LC Prado with a new 2.8-liter turbodiesel and a 6-speed automatic? It has become quieter, but not due to sound insulation (it is the same here), but due to the fact that the motor itself is now quieter and softer. And, by the way, I didn’t hear the characteristic “siren” howl of a turbocharger, as in the case of the new Hilux, on the Prado. But the dynamics has changed: if maximum speed remained at the level of 175 km / h, then the passport acceleration to 100 km / h was extended from the previous 11.7 to 12.7 seconds. Although, according to the sensations, the diesel "Prado" began to accelerate more actively on the move at medium speeds and revolutions, which was especially emphasized by the Toyota team. The box works faster than its predecessor, and combined fuel consumption is now claimed to be 0.7 l / 100 less than it was.
The Prado has an impressive arsenal of off-road support systems. But locking rear cross-axle differential, "creeping" cruise control and multi-mode electronics controller Multi Terrain Select is only available with the Prestige version, and the rear air suspension is only available with the Lux.
Along with the new diesel automatic transmission, there was also a replenishment in the trim levels. Starting with the Elegance version, roof rails and tinted rear windows are offered. The "Prestige" version has a dark brown interior, and with this configuration, Prado is also available new system Reversing Parking Assist (RCTA) operating up to 8 km/h. When driving in reverse, the automation scans the “blind” zones behind the car with aft radars and gives sound and light signals if it detects a car driving behind.
Well, in the rest, with regard to driving habits and off-road abilities, this is still the same well-known Land Cruiser Prado, with which we have already
