Where are you, the real jeeps of the 90s? In the minds of the consumer, they are ousted from the market by SUVs-crossovers, 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, bridge and frame knights - the latest generations of Toyota Land Cruiser Prado and HiLux Surf.
It is quite certain that we are dealing with the same vehicle when talking about the Prado 120 and the Surf 215. With different bodies, salons and equipment, from the point of view of technology, these SUVs are one copy of another. Of course, they have some and very insignificant differences, but the aggregate base and the overwhelming majority of nodes were designed for dual use.
This, of course, applies to the motor range. The five engines built include four petrol and a single diesel. More precisely, they included, since the relatively elderly 3RZ-FE gave way to the new 2TR-FE. It is very likely that one is derived from the other, but nothing is known about the latter - it is too fresh (appeared in 2004). But the 3RZ-FE has been studied sufficiently, and it causes rejection only by three features - the failure of the air flow meter (about 18 thousand rubles), a good fuel appetite in cases when they try to pull out all 150 "horses" from 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, ultimately, their burnout.
Of course, despite the chain drive of the camshafts for both motors, after 150 thousand it will require replacement. And individual ignition coils ask for a more scrupulous attitude towards candles.
The 3.4-liter V6 5VZ-FE and the 4.0-liter 1GR-FE aren't economical either. And the timing belt candles must be monitored. But at least you can expect a decent power supply from these motors. And from all gasoline units (with such and such a low boost) - a significant resource of the power unit, the absence of minor problems and a confident low-temperature start.
The only diesel 1KD-FTV is a fundamentally 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 diagnostics and replacement of nozzles).
Of course, with a common rail, a diesel engine is much easier to diagnose, especially since its electronics are read by a scanner, and the 1KD-FTV itself is a fairly reliable unit, already devoid of temperature problems of its predecessors 2L and 1KZ. The "head" does not fit into a house, no cracks appear between the valve bridges. It just doesn't come to that. In case of interruptions with the equipment (which actually becomes the cause of temperature loading), the engine simply stops starting, which, you see, is better. Another thing is that the elimination will cost a pretty penny. As an equipment manufacturer, Denso does not offer atomizers separately from injectors. Naturally, you cannot find a shut-off valve installed on the injectors - the main wearing element. Meanwhile, only one filling 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 is better to insert an additional filter into the line, not counting especially on the notorious "Separ", which can only be regarded as an element of rough cleaning - the precision of the common rail components is very high. True, even when using "Eurosolar" it is not worth counting on an impressive resource of the same nozzles - they will stretch 100-150 thousand. It is also necessary to remember about the exhaust gas recirculation system and its cleaning - soot gets into the fourth cylinder through EGR. There may be problems with low temperature starts.
The four-speed gearbox is the well-known 340th "automatic", which is a hundred years old at lunchtime. No slippage and regular maintenance will ensure a long life for this unit. The five-speed automatic transmission A750, which is installed with the 1GR-FE, is not the same. Logical in design, it carries inherent disadvantages at the development stage. In any case, the constantly illuminated traction control light and the issued throttle position sensor malfunction code are not related to operation or maintenance in any way. In addition, slippage between fourth and fifth gears or generally unwillingness to transfer torque to the wheels is common. Most likely, this is about the incorrect operation of the software, which has not yet been defeated. Moreover, in case of repair, the box requires electronic adaptation, which is carried out only on a proprietary scanner.
The A750 also has a purely mechanical problem - in the torque converter, the plane on which the blocking of the unit works bends. It bends strongly, while the filter is not clogged with the waste of the friction layer, but the fuel consumption increases, and in the idle speed zone the “automatic machine” 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 that are under warranty, whose mileage was about one hundred thousand.
The Surf and Prado all-wheel drive is permanent four-wheel drive with a lowering range. On HiLux 4WD, it is controlled by a circular flag that can be used to disable the front axle, and a separate button that blocks the center differential. On the Land Cruiser, the modes are activated from the familiar lever. There is no way to move only on the rear wheel drive, and there are versions without forced locking of the "center". In addition to modifications with 1GR-FE, the lever and the “hand-out” have a mechanical connection. In Surf, the electric motor is engaged in switching on the modes. As it turned out, already problematic. On several cars, modes were not activated, in particular, differential lock. With the last Surf who came with traces of unprofessional "hacking" managed to figure it out, which cost the owner 17 thousand rubles. However, this does not seem to guarantee the maintainability of the node, which is very difficult to diagnose or not diagnosed at all.
Suspension for off-road vehicles is traditional - in the front there is a "double-lever", in the back there is a one-piece axle. 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 highways and levels body roll, swing, that is, everything that can lead to loss of control over the car. Probably, at high runs, this particular system can become the source of problems. Although, in general, the suspension of SUVs is considered quite reliable. Except that you should not rely on a good smoothness and slow down in some places.
Prado and Surf are at least as good as their classmates in terms of reliability. 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 related to consumer qualities can be put on the altar of a resource.
Express testNew prioritiesIf we abstract from the engines, our heroes are almost identical on the move. The dominant feature here is smoothness. Regardless of the surface, both cars are very indifferent to everything that occurs under the wheels. Yes, they roll, they can swing on the "wave", leading to bouts of "seasickness", and the low information content and "length" of the rudder does not improve the already far from ideal handling. It is forgivable when, passing the rails, you absolutely do not feel them, or when, getting on the gravel road, you think that you are still driving on the asphalt. From a similar position, both Surf and Prado have nothing in common with their predecessors and, we will not be afraid to note, with all their classmates, who in this Toyota inevitably lose in soft perception. Why, many full-size jeeps 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! The Quartet is sufficient and perhaps even good for urban use. With it, a heavy SUV easily keeps in the stream and is able to accelerate sharply. On the track, the situation is more or less pleasant, somewhere up to 120 km / h. Then the 3RZ-FE turns sour with two on board. And if you load up the five of us and rush 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. The "six", even with its low force, burdens only the "machine". But even with it, 185 forces do not recognize almost two-ton gravity. And after 120, and after 140 km / h Surf can still accelerate quite effectively. But what unites both motors is the insignificant background noise at any speed. The cars cannot be called loud at all - aerodynamics are at a height, there is insulation of the arches. A sort of business sedans in the off-road incarnation. Inside this you get additional confirmation. Soft materials, luscious efforts. Meanwhile, the differences are as dramatic as in the exterior. With the exception of minor details like levers, buttons and a steering wheel, there are no common panels and even more so similar stylistic solutions. Prettier, perhaps, Surf, but more comfortable 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 car. But they left the traditionally slight adjustment of the seat in length and its low position, which has become the talk of the town. The Prado is somewhat more comfortable and spacious in the back - not enough to prefer the Surf because of this. They are equivalent in luggage racks, 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 sometimes encountered. Surf does not offer "galleries". |
Parts pricesBrand traditionsEven with regard to SUVs, Toyota follows its principles, believing that it is necessary to make money from selling cars, not parts for them. Of course, there are exceptions in the form of unnecessarily expensive positions. Nevertheless, there is always a non-original alternative, sometimes from little-known firms, sometimes from well-promoted companies. And the original components are often not worth the money that, it would seem, should correspond to the status of cars. I must also say 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 - these are the components of the fuel common rail system. They cannot be restored and are offered only from Denso.
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Model historyDifferent directionsIt is known that the unification of many things up to the load-bearing structures of Surf and Land Cruiser appeared only in 1995-96. And since the debut for HiLux in 1983 and for Prado in 1984, the cars have been united only by some units and assemblies. The main difference is ideological. The Prado, that is, the 70-series Land Cruiser, was an all-bridge SUV, which, in addition to spring versions, had heavy spring modifications. Of the 18 engines, only three were gasoline. The 1983 HiLux also had a dependent leaf spring suspension, but the situation was different with the engines. Unlike the LC70, which had voluminous installations, the Surf could even be equipped with two-liter carburetor "gasoline". And at the same time, it was obtained from a pickup truck by combining a cargo platform with an interior - the 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 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 generation, HiLux Surf acquired permanent all-wheel drive with a disengageable front axle. Prado received it only six months later. True, his front end did not turn off, and he inherited a three-door body from his ancestors. At the same time, the line of motors was already united, and the frame, most likely, too. In addition to Japan, HiLux Surf under the name 4Runner has always been offered only in America, while Prado was sold both in Europe and in Russia. |
Market pricesMoney for the brandFrom SUVs, which appeared in 2002, it is naive to demand price dumping. And yet it will be possible to save within certain limits. Our technical clones differ not only externally and internally. The main factor that opened the gap between them is the name. It was laid back in the 80s, and now there is no escape from brand promotion. The phrase Land Cruiser, even in spite of the "plebeian" prefix Prado, has a magical meaning. And Surf ... he's just Surf. Of course, the current unstable price situation also makes its contribution. But even without it, there is a very significant difference in cost between cars. For example, HiLux with a basic 2.7-liter engine produced 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, you will have to pay 700 thousand or more. Do I have to pay for the name? After all, Surf is no worse in all respects, 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. |
The Toyota Hilux pickup has almost an anniversary: \u200b\u200bthe first generation of this hard worker began to be produced back in 1968. For almost half a century, "Haylax" has already riveted more than 16 million pieces, they travel across all continents, and their "indestructibility" has become almost a household name. Throughout the history of Hilux, they have been mocked by both drivers and the famous trinity from the Top Gear program. This is the first and so far the only car to reach the geographic South and magnetic North Poles. It is also very popular 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 ...
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To all doubters, Toyota says 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 Hilux away from the image of a utilitarian truck and pull it closer to the passenger car. Therefore, the new pickup now has an aggressive, cocky appearance (against this background, the previous "Highlax" looked much more boring), and the interior became more "passenger", both in design and in 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 the Hilux has not only affected the size, appearance and interior. So, the pickup has been radically updated and the filling, including the line of engines. And about this was one of the first questions from our readers.
What's so exciting about the new engines and how soon will there be an 8-speed automatic?
So, under the hoods now - completely new 4-cylinder diesel engines of the GD family (Global Diesel) with a volume of 2.4 liters (2GD-FTV) and 2.8 liters (1GD-FTV). Both of the newest "global" diesels are also made from scratch and have nothing to do with their well-deserved predecessors of 2.5 (2KD-FTV) and 3L (1KD-FTV), which began to be produced in the early 2000s.
The new Toyota Hilux goes to Russia from Thailand, and only with a 4-door cab. Our model has been the leader in the class of pickups since 2012 (Russia provides 19% of European sales of Hilux), and in the most successful 2014 in our country, 6,790 Hilaxes were sold. Competitors? Only the Mitsubishi L200 and VW Amarok remained, while the Ford Ranger and Nissan Navara left our market.
As with previous diesels, the new GD series engines have a common-rail direct fuel injection system and a variable geometry turbocharger. But the turbine developed by Toyota is 30% smaller and spins faster, reducing turbo lag and helping to cut throttle response times in half. 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 have replaced the timing belt with a more durable chain!
A decrease in the working volume of new diesel engines also worked to reduce noise, although in terms of efficiency they became more powerful. So, the base 2.4-liter turbodiesel now develops 150 hp. and 400 Nm against 144 "forces" and 343 Nm from the previous 2.5-liter unit. The power of the flagship 2.8 liter diesel engine (installed on the Hilux in the Comfort and Prestige trim levels) has risen to 177 hp. and 450 Nm of torque, while the 3-liter predecessor was "harnessed" 171 "horses" and 360 Nm. Both diesels 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 new Hilux cargo platform is declared as the largest in its class. The radio antenna was moved forward to the cab so as not to damage it with the load. The list of body accessories includes plastic and metal protective liners, tool boxes, pull-out tray ...
New engines - new boxes. The base 2.4-liter diesel is now combined with a 6-speed "mechanics", and the 2.8-liter engine - with a 6-band automatic. To make a faster start and better pull, both gearboxes have increased 1st gear ratios (by 10% for manual transmissions, 2% for automatic transmissions), and the "lengthened" 5th gear and the presence of a 6th step help to save on the highway. Other transmission units have been "doped" for more powerful motors: the driven shaft of the transfer case has become thicker, the cross-axle differentials and cardan shafts have been reinforced, and a transmission damper has been introduced to reduce noise and vibration. The gear ratios of the main axle pairs in the 2.8-liter version with the automatic transmission are the same (3.90), and on the 2.4-liter pickup with manual transmission - more "high-speed" (3.58) for the sake of fuel economy.
The all-wheel drive scheme with a rigidly connected front axle (4H mode can be switched on at speeds up to 100 km / h) remained the same, as well as the gear ratio of the lowered row in the transfer case (2.56). But the razdatkoy control lever has sunk into oblivion, instead of it there is now a "washer" of the servo. Lovers of "analog" control may not quite like it. As a pill of consolation - a rigid forced locking of the rear cross-axle differential, which is now included in all, without exception, configuration!
A "two-story" dashboard made of "oak" plastic with a 7-inch "tablet" that seems to live separately will clearly cause controversy. But in terms of build quality and convenience - almost no digging. There was a steering wheel adjustment for reach and a servo-drive for folding mirrors, the armrest became larger ... The cabin is now quieter, but on a car with a high canopy, a thin aerodynamic whistle, clearly audible in the back row, still annoyed.
The new Hilux also became the first pickup truck in the world to receive the electronic iMT system, which helps change gears in a manual transmission. When switching to a higher stage, the automation does not allow the engine speed to fall below the rotational speed of the drive shaft of the mechanical box at the moment the clutch discs close. And when switching from higher to lower stages, the iMT system briefly "boosts" the crankshaft speed so that there is no jerk. It is a pity that there were no "Highlaxes" with a 2.4 liter diesel engine and this very "mechanics" on the test drive. But if Toyota's iMT works as efficiently as a similar Active Rev Matching system on, then this is a really good help.
An eight-speed automatic? Toyota thinks that Hilux can do without this more expensive gearbox - six steps are enough for it. Actually, the same policy applies to the updated Prado and - they also have a 6-speed automatic, and an 8-range gearbox for them is not yet visible on the horizon.
- The glove compartment is now two-story, and the upper one is cooled (already in the basic configuration).
- The cushions of the rear sofa still go up, and there are 2 niches for small things under the floor.
- The new front seats have a comfortable back profile, a wider range of settings, the cushions are 10 mm higher, and the height adjustment is 15 mm more. At the back, passengers have added space over their heads, in the shoulders and knees. Sits normally, although the inclination of the back of the sofa is expectedly close to vertical.
And is the "eight-step" really necessary if the new Hilux is quite good with a 6-speed automatic? In a more agile box, a sports mode and a manual shift function appeared, and on the descent along the highway, the automatic machine independently poked the lower stage and slowed down the engine when I released the gas, coasting along the serpentine.
The 2.8-liter diesel engine itself, against the background of the 3-liter predecessor, pulls noticeably faster, especially when accelerating from medium speeds and revs, less often requiring downshifts. Moreover, the diesel now also reacts more quickly to the gas pedal than it used to be. Isn't that enough? Then you can spur the engine by pressing the Power Mode button to the left of the automatic transmission selector - it makes the reactions to gas even sharper. Of course, the link between the engine and the gearbox does not reach the "petrol" speed, but the "vegetable" in the reactions has definitely become less.
- Hilux has a conventional air conditioner. Climate control (pictured) - only in the top version of the Prestige.
- Keyless entry and push-button start of the engine - in the "Prestige" package. The Comfort version already has a 7-inch touchscreen of the new Toyota Touch 2 multimedia and a rear-view camera. But where is the navigation ?!
- Toyota says that only the Highlax has a color on-board computer display in this class.
At idle and highway modes, the new diesel is now noticeably quieter and softer. But the completely characteristic diesel growl has not disappeared and breaks through at high revs with active acceleration and overtaking. At low speeds, another sound nuance emerged. When I "veg" in city traffic, then pressing, then releasing the accelerator, several times it seemed that the police were catching up with me with the sirens on. I look in the mirrors - there is no police or ambulance. All the hallucinations started? Then it came to me: these are not sirens, this is a turbocharger whistling like that when the gas is released!
Fuel consumption and dynamic performance? And how often is maintenance done?
Toyota officials say that the new diesel engines began to consume 1 liter less in the combined cycle: for a 2.4-liter, an average consumption of 7.3 l / 100 km is declared, for a 2.8-liter engine - 8.5 l / 100 km. But in fact, taking into account country roads, broken primers and serpentines, the on-board flow meter showed appetite at the level of 10-11.4 l / 100 km. As for the maintenance intervals, they are declared at the level of 10,000 km.
The new frame has become stronger and torsionally stiffer due to wider longitudinal spars and cross members, which are also rounded to less "rake" the soil on the road. Toyota also says that due to the electroplating of the metal, the guarantee against corrosive corrosion of the frame has been increased to 20 years.
But the exact dynamic characteristics of the novelty is a mystery. Because in the official technical data Toyota does not indicate either the maximum speed or the acceleration time to 100 km / h at all. But in behind-the-scenes conversations, Toyota admits that "in numbers" the new Hilux has become a little slower - they say this is due to new methods of measuring dynamics.
Will diesel engines 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 the old mechanical high-pressure fuel pumps from diesel engines. Of course, more modern and precision common-rail fuel equipment 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 with "leftist". Because the quality of the Russian "diesel" at large brands and network filling stations has been increasing, albeit slowly, in recent years. And the very fact of the beginning of the sale of these modern engines in Russia suggests that Toyota does not fear our diesel fuel as much as their fellow countrymen from Suzuki. By the way, Hilux with new diesel engines are sold in the Far East. Although the Toyota people admitted: a few years ago, because of the quality of the local fuel, they would not have dared to do this.
What about handling?
I will not hide - on crushed stone Sakhalin primers, often twisted no worse than the rally "dopa", the new Hilux provoked to turn off the stabilization system and "tumble" sideways! Because in sliding it is well controlled, on the move it falls to one side less, it rides more collected than its predecessor, and it drives quite informatively and accurately. In general, in order to make the handling of the pickup less sweeping, and the ride comfort not so "cargo", Toyota tinkered a lot with the modernization of the chassis. The front independent spring on double wishbones, however, has hardly changed.
- On the Standard and Comfort versions, more "toothy" off-road tires of the A / T type are now installed in the base. Basic wheels - 265/65 R17, on steel rims. Alloy wheels 17 and 18 inches - optional.
- In the past Hilux, a dangling underride bar saved the rear bumper on the road. Now all hope is only for a massive hitch. You will have to pull for it - there is no towing eye in the back.
- The steel underbody protection is wider and thicker, and the new transfer case is set higher.
But in the rear dependent suspension, the leaf springs were lengthened from 1300 to 1400 mm (so that the feed was less "goat") and the attachment points of the springs were moved apart by 50 mm - so that the loaded pickup would roll less and "baptize" in turns. The larger, more energy-hungry rear shocks were mounted asymmetrically to give the Hilux a better straight line and the suspension to dampen vibrations. At the same time, the attachment points of the rear suspension were shifted closer to the front edge of the springs - for greater stability of the steering, which, by the way, is equipped with a more "natural" power steering.
By the way, along the way, the new Hilux cured the old "lameness": the last generation of the pickup truck had a shorter suspension travel on the left rear wheel than on the right. Now the travel of the rear wheels has been leveled and even increased slightly - from 474 to 520 mm.
The depth of the passable ford has grown from 500 mm at once to 700 mm! The minimum ground clearance is 227 mm, which is 15 mm more than the previous Hilux. Entry / exit / ramp angles - 31, 26 and 26 degrees, respectively. The slightly increased front overhang partly compensates for the slope on the bumper. By the way, LED dipped headlights (optional) in this class are only available from Hilux.
The rear suspensions of the new Hilux are of two types. For a number of foreign markets, a "cargo" version of the Hard is offered, allowing to take on board more than 1 ton of cargo. But in Russia, the newcomer comes only with a more comfortable rear suspension, which allows you to load a maximum of 880 kg on a pickup. Yes, in an empty car, you can even with closed eyes understand that you are driving in a small, but sprung truck in the back. On large holes and transverse shakes, of course, and there is a "ripple" on the steering wheel from irregularities. But even in the back row, a grader ride can be postponed and not shot. 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 public road restrictions for pickups? How is tax and OSAGO calculated for Hilux?
Pickup trucks are often viewed as a cheaper alternative to the regular SUV. Therefore, when importing pickups into Russia, sellers send them through customs at a reduced, "freight" rate of payments. So the officially sold Hilux in the vehicle passport (PTS) says that it is a "cargo onboard" vehicle. That is, a truck. But the permissible gross weight of the new Hilux is 2910 kg, so by weight it falls into the passenger category "B" (gross weight before 3500 kg) driving license. For this point, there are no restrictions on public roads for these pickups. And the carrying capacity of less than 1 ton also allows you to enter the Third Transport Ring in Moscow.
Thanks to the A-TRC traction control system taken from Prado, the new Hilux confidently climbs through the "diagonal" even without engaging the rear interwheel lock. And to help on descents and ascents, electronic assistants were introduced. True, because of the long base on steep bends of the terrain, you can still bend the standard body sills.
But further on the way stands the so-called "cargo frame", which was introduced as an experiment (for now!) In the Eastern District of Moscow: trucks with a gross weight of more than 2.5 tons are allowed to transit only along designated streets (there are 86 in the list). For leaving the "frame" and entering the residential area - a fine of 5000 rubles. Only residents of this district can avoid it. And there are fears that in the near future this "frame" would not entwine all of Moscow ...
As for insurance, the OSAGO tariffs are clearly spelled out: trucks include only vehicles of category "C", that is, full weight higher 3500 kg. The Hilux, with its gross weight that does not even reach 3000 kg, falls into the passenger category "B". Therefore, although according to PTSu it is a truck, "light" rates apply to it.
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, there are already "freight" tax rates on Hilux. They allow you to pay less (for now!). For example, in Moscow for the most powerful 177-horsepower diesel Hilux you have to pay a tax of 6726 rubles. And for the "light" SUV Land Cruiser Prado, which received the same 3-liter turbodiesel with 177 hp, it is necessary to pay 8850 rubles.
Toy accessories, oh, how expensive! The combination of a flat plastic body cover, chrome bars and a protective platform liner (red Hilux) costs 247,595 rubles with installation. A tall kung with windows (blue pickup) - 326,544 rubles with installation!
By the way, so we let it slip: the Land Cruiser Prado SUV got in touch with the test of the new Hilux because it was also updated! Let not be as drastic as Hilux, but also to the point. The main changes are under the hood. Thus, the old 4- and 5-speed automatic transmissions have been replaced by one new 6-speed automatic transmission. And instead of the previous 3-liter 1KD-FTV diesel engine with a return of 173 hp. and 410 Nm (Russian version; for Europe there were 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 configuration at the price of 2,585,000 rubles.
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But the first thing I do is try the basic LC Prado Standart with a new automatic, 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 (1AR-FE), on which it is made for the transverse layout, while the Prado one is for the 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 expected to be felt; for active driving and overtaking, the engine must be turned frequently.
Land Cruiser Prado with the previous 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 may increase this share. By the way, Russia ranks third in global sales of Prado.
Fortunately, he does it willingly and not too noisy, and the new box is quite restive. And if you do not demand much, then enough for a quiet ride. On the track and on dirt roads, I squeezed 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 "fry", I will not say that "my" SUV lagged far behind the one in front and hopelessly braked the one behind. Consumption? 15 l / 100 km in combined cycle by 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 well as the equipment. Toyota officials say that the bulk of the basic Prado goes to the northern regions, where they want a more predictable gasoline engine in cold weather, but are not ready to pay at least 2,806,00 rubles for a V6 engine.
All the changes in 2015 in the Prado cabin have been reduced to dark brown seat trim and aluminum-look inserts on the dashboard. All this is available with the "Prestige" package.
At the same time, the car provides a minimum set of benefits (there is an air conditioner, power accessories, a stabilization system and a normal radio tape recorder) - and Prado remains! With its image, large interior, durable suspension and decent geometric cross-country ability. And with the included lowered row in the razdatka and a locked center differential, the test Prado confidently lane over mud, stones, and coastal sands. Yes, the rear cross-axle differential lock and the advanced traction control A-TRC are not here even for an extra charge. But even with the usual "antibuks" TRC, the SUV got out of such gullies through which they already wanted to drag me on a "tie". So while skeptics scoff, 4-cylinder petrol Prado quietly makes 15% of sales of this model in Russia ...
What about the LC Prado with the new 2.8-liter turbodiesel and 6-speed automatic? It has become quieter, but not due to noise isolation (it is the same here), but due to the fact that the motor itself is now quieter and softer. And, by the way, I did not hear the characteristic "siren" howling of the turbocharger, as is the case with the new Hilux, on the Prado. But the dynamics have changed: if the maximum speed remained at 175 km / h, then the passport acceleration to 100 km / h lengthened from the previous 11.7 to 12.7 seconds. Although it felt like the diesel "Prado" began to accelerate more actively on the move at medium speeds and revs, which was especially emphasized by the Toyota team. The box works faster than its predecessor, and the mixed fuel consumption is now declared 0.7 l / 100 less than it was.
The Prado has an impressive arsenal of off-road support systems. But the rear cross-axle differential lock, crawling cruise control and Multi Terrain Select are only available from the Prestige version, and the rear air suspension is only available in the Lux.
Along with the new diesel automatic transmission, there was a replenishment in the trim levels. From the Elegance version, roof rails and tinted rear windows are available. In the Prestige version there is a dark brown interior, and with this configuration, the Prado is available with a new Rear Exit Assist (RCTA), which works up to a speed of 8 km / h. When driving in reverse, the automatics scan the "blind" zones behind the car with stern radars and give sound and light signals if it detects a car driving behind.
Well, as for the rest, as for the driving habits and off-road abilities, this is the same Land Cruiser Prado, which we are already familiar with.
Nissan vs Toyota? Or pickups versus SUVs? Nissan Pathfinder
3.0 (231 HP) 7AT, price 2,218,000 rubles.
Nissan Navara
2.5 (190 HP) 5АT, 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.
"Superpowers" Toyota and Nissan seem like indestructible fortresses. But you would only know what intrigues and conspiracies weave behind the walls of these symbols of power! Today, pickups are popular, and some of them are ready to bite their fellow SUVs for every extra customer. To resolve the dispute (both between clans and internal "disagreements"), we have collected four diesel representatives of glorious families. Let's let them blow off some steam!
This test is unique to our magazine. Regular readers are well aware of comparative materials in which three classmate models appear. Contrary to the established tradition, we took two off-road station wagons and a pickup truck. On the domestic market, Pathfinder and Navara are sold, 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 the "tracker" with a powerful three-liter diesel engine 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 is not a miss in terms of the declared parameters! Does a modern, well-equipped pickup for outdoor activities with a sufficient set of consumer and driving characteristics, forcing you to abandon an SUV? There is an image and price gap between the Land Cruiser Prado and Hilux. The cost of LC 3.0 - from 1,928,000 rubles. Pickup with a similar motor will cost half a million less. Perhaps in the absence of 4Runner on the Russian market pickup has a chance of becoming a more affordable alternative to the "cruiser"? What if we compare trucks and then SUVs? During the test, we will try to answer these and other questions. And no "team performances" like Toyota vs Nissan ! Every man for himself!
The pickup battle was fair. Both are framed. All-wheel drive schemes are identical: Part-time and reduction gear. The types of suspensions are also independent - in front, independent spring, in the rear, dependent spring. Dimensions and weight are similar. The equipment includes stability control systems. Navara, created with an eye on outdoor enthusiasts, is not a new car. The current generation D40 has been in service since 2005. After last year's modernization, the exterior was updated, and the four-cylinder turbodiesel began to produce 190 hp. instead of 174 hp The seventh generation Hilux is produced in the same amount as Nissan , but he just got to us and was more interested in the familiar "rich" dudes.
Two views of modernity
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"Guys, are you sure that it is new and we were not given pickup the last generation? " - the colleague joked unkindly. Against the background of the bold, aggressive Navara, the black truck really looked ... let's say, less modern and emotional. "Exactly" and no frills. At first, the interior design seemed like a complete disappointment. It looks like the interior was developed in the 90s. Or maybe its creators were not aware of the current design trends, that there is separate climate control, and competitors already have a multimedia monitor on the center console? Most of all, we were surprised by the super-cheap finishing materials and the inconsistency in the appearance of the "music", the on-board computer and the climate control unit. These elements seemed to be taken from different models: the numbers and narrow screens differed in color. And this is in a car for 1.5 million rubles! The doorway of tall drivers makes them duck, but the "rag" front seats with good "friction" properties and good shape are quite comfortable. Chair at Toyota at "human" height without appropriate adjustment (for 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 in tilt in a very small range. On the back sofa there is almost freedom: even if there are no handles on the uprights that facilitate getting in and out, as in Navara, but the pillow is placed at the optimal height, so you don't have to sit with bent knees. And the sofa, ready to welcome even three people, is pleasant. The forward visibility did not cause any complaints, but backing up in a car with a tinted kung is below average pleasure. The hefty "mugs" of the rearview mirrors are a good help, but the Hilux could use parking sensors. The tidy reads perfectly.
On the background Toyota his rival from the camp Nissan is just a stuffed luxury SUV. The driver and passenger are provided with separate climate control, navigation system, and a rear-view camera. Interior and exterior design is fifteen years younger than Toyota. Finishing materials are inexpensive, but better than Haylax's. The front seat cushions are longer and can be adjusted in height. But also ergonomics Nissan not without flaws. For example, I did not like the radio control buttons, which "scattered" on different sides of the "beard". The A-pillars expand strongly at the base, impairing visibility for shorter drivers. The chair is unusual, with a pillow that moves up and down separately from the back, and its profile is hardly more successful than the Toyota one. Our measurements showed that the Navara's cabin is wider than that of the simple Hilux. In reality, the sensations are reversed. This stems from the massive "vice" of the door panels. In terms of legroom in the second row, Navara wins, but outright loses in terms of the comfort of the seat itself: it is placed lower, the pillow is shorter, and the shape is simpler, "flatter".
The blue truck's load bed is longer and wider than the Hilux. He is also the leader in terms of the declared carrying capacity of 805 kg. well and Toyota capable of taking a weight equal to 710 kg.
Toyota Hilux
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Power unit Toyota The Hilux is located longitudinally at the front. The front axle houses a simple symmetrical differential (D). The rear axle of the automatic transmission version (as on the test sample) also has a free symmetrical differential (D). On versions with a five-speed manual gearbox, a symmetrical self-locking differential (SCD) is installed in the rear axle.
There is no differential in the transfer case, the front axle is connected rigidly. For other participants in the test, the transfer case is controlled by a servo, in Hilux - by a lever located on the central tunnel, above the automatic transmission selector. In H2 mode, only the rear wheels , in the H4 mode, the front wheels ... Through the neutral position, you can also turn on the L4 mode - a downshift (PP) is activated in the transfer case. It is possible to improve the properties of the car on the off-road by deactivating the Dynamic Stability Control (VSC) - the central panel has a button labeled "OFF" and a characteristic pictogram. VSC are equipped with Hilux versions with automatic gearbox.
Armored car and SUV
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Not otherwise, in a past life, the black Pathfinder was a real tank. Angular, uncompromising, and even trying to resemble a coupe with door handles disguised as pillars. A friendly, almost devoid of external aggression, the Land Cruiser Prado is its antipode. Here are just a calm "face" and an easily recognizable silhouette Toyota have a stronger psychological impact on road users than the pushy chrome front and faceted "eyes" of the Pathfinder armored car. Respect! And there is a reason. Constant four-wheel drive , reduction gear, locks of center and rear cross-axle differentials, rear pneumatic suspension , allowing you to change the ground clearance. Prado has been on our tests more than once, and every time this car never ceases 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, below which the keys for locking the rear and center differentials are lined up, and a real steering wheel with a thick rim, trimmed with leather and wood, give a feeling of impenetrability and indestructibility. The SUV does not give reasons to doubt itself: there are no obstacles for us! Solid materials are used in the interior decoration, and the build quality is excellent. Be among the duelists "Germans" with meticulously verified ergonomics or Land rover Discovery, the LC's minor flaws would be more noticeable. But, no matter how hard we tried, none of the four of us, with average height and "standard" dimensions, did not find any serious reasons to be offended by the Toyota drivers, who were "molding" the driver's workplace. You don't have to be brute to appreciate the high doorway and a lot of "air" in the cabin. Only in Prado, the steering wheel is also adjusted for departure, and by means of an electric drive. It's a sin to complain about the lack of space and ease of seating, whether it be front seats or a rear sofa. The Prado also benefits from the third row of seats and the trunk.
LC Prado is a veteran of the Russian SUV market, the current 150 series has been produced since 2009. The third generation Pathfinder (R51) is the same age as Navara, but its "inner world" is still fresh and does not look outdated. Stylistically, it almost copies Navar's bowels: 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 various sizes, which impairs the convenience of reading the readings. If we compare the station wagon with a relative truck, then the driver's position is lower, and the claims are similar. You have to put your left hand on the windowsill, since your elbow rests on the door. The center armrest is set back, which may not please short people. Sitting behind is not as comfortable as in LC Prado, because of the chair, "pressing" in the middle of the back and does not have a normal lumbar support. The third row, like 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 "lower". There are no forced locks, but their function is performed by an electronic imitation.
Nissan pathfinder
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The Pathfinder powertrain is positioned longitudinally at the front. The bridges are equipped with simple symmetric differentials (D). There is no center differential in the transfer case. The driver can select the transmission modes using a selector located on the center panel. In Auto mode, the torque-on-demand (T) system operates, when, when driving on a flat dry road at a constant speed, only the rear wheels , but if one of them starts to slip, a multi-plate friction clutch comes into action, the actuator of which is an electromagnet, and part of the thrust is transmitted to the front axle. In 4H mode, the clutch is almost completely locked, and the distribution of torque between the axles depends on the conditions for wheel traction.
But when the downshift (PP) is activated, the moment in the transfer case is transmitted to the front axle bypassing the clutch, which increases the off-road properties of the machine. The manufacturer recommends using both of the latter modes only on bad roads and only when driving at speeds up to 50 km / h.
Trucks go into battle
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From pickups, the louder rattling of weapons is obtained from Navara: 190 hp. and 450 Nm - a serious claim for leadership in the sprint. Toyota , whose engine is half a liter larger, develops "only" 171 hp. and 360 Nm. The difference in the stated acceleration figures to 100 km / h is almost a second, although this is not an eternity for a truck. The aggressive acceleration of the Hilux, accompanied by a slightly strained growl, exceeds all expectations. In my opinion, the black truck with the "booth" is even more nimble than expected!
Choosing a clear leader in ride feel is not easy. Rough on a smooth ride Nissan significantly worse than Toyota ... And if under wheels there are large potholes near Moscow, then you immediately want to slow down: suspension works noisy, the car shudders. It's a shame, because thanks to the "ammunition" she is able to maintain a relatively high speed on a bumpy road. On a straight line, Navara suffers more from rut and unevenness, keeping the driver more tense and forcing him to steer. In a turn, she can test your nerves for strength, rearranging on potholes. During the test, we even had an assumption: with the Navara suspension, not all is well. Probably, the aforementioned features are characteristic of a particular instance. But there is also enough positive: the suspension does not break through, on a good surface the acoustic comfort is not worse than in Hilux, the steering wheel is quite accurate and informative, and the brakes with a well-tuned drive slow down the two-ton truck with almost light efficiency.
Even empty Toyota I was struck by a high, not at all "spring" softness and comfort, better stability on a straight line. In the 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 dimensions. Brakes are good, but less grippy than Nissan ... Calculating deceleration is a little more difficult - you have to press harder on the pedal and, just in case, keep a great distance from the car in front. I was pleased with the fuel consumption, which corresponds to the declared "mixed" 9.0 liters, and light jerks and jerks during gear changes upset.
Duelists are similar in length, while Navara is wider Toyota ... However, during the moose test, the Hilux seems to grow in size. He follows the wheel quite accurately, but leaves the feeling of a sort of barge. Nissan is sharper and more agile to avoid 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 comfortable speed for the driver, which gives confidence and a sense of control, then our heroes even surpass some cars in this parameter.
Nissan navara
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The Navara power unit is located longitudinally at the front. The bridges have simple symmetric differentials (D). To improve the properties of the car on the off-road, the driver can lock (P) the rear axle differential. The corresponding key for the electromechanical drive is located on the center panel to the left of the steering column. There is no center differential in the transfer case.
To select the operating modes of the transmission, a selector located on the central panel is used, it has the following positions: 2WD - only the rear ones are leading wheels , 4H - connect the front wheels , 4LO - downshift is activated in the transfer case. The driver can disable the dynamic stability control system - the corresponding button is located on the center panel.
Do not forget that the Navara front axle is connected rigidly. Therefore, the manufacturer draws the attention of motorists to the fact that long-term driving on good roads using one of the four-wheel drive modes can lead to breakdown of one of the transmission elements.
Flame and ice
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"A little slower, horses, a little slower ..." - was Vysotsky singing about Pathfinder? Three-liter turbodiesel about 231 hp and 550 Nm is not in the mood to joke! The manufacturer promises that acceleration to 100 km / h is possible in 8.9 seconds. In fact, it seems even faster. The character of the motor is completely non-diesel. This applies to both resourcefulness and a rather quiet "voice", almost devoid of the characteristic grunting and rattling. A seven-speed automatic, which works well, but very diligently, adds fuel to the fire. Any slightest pressure on the gas causes the tachometer needle to jump to 3000 rpm, although the peak torque is already available at 1750 rpm. It remains a mystery to us why a diesel engine needs a typical petrol automatic transmission setting. The handling of the car with independent rear suspension did not create the impression of being perfect. Although the comfort level is quite high, the straight-line movement is not as stable as the Navara. I thought it was imaginary, but no - this was noted by colleagues. Having rode a "hot" SUV, I realized who might like it. He is a relatively young man who is fond of extreme sports, striving to get adrenaline every day. Apparently, my soul is already a bit old, so in Prado it was much more comfortable and calmer for me. Comfort on board Toyota extraordinary, in the ability to conceal speed she has almost no equal. More than once I noticed that it was behind the wheel of Prado that I was approaching a turn at too high a speed, simply because I did not feel the real pace. In terms of brakes, the SUV lost to the Pathfinder: the pedal has more free travel and the deceleration is not so confident. The rest of the car liked the same as the Hilux - balance! For example, he does not overload the steering wheel with unnecessary information, as it does Nissan , however, it is managed clearly and predictably. When performing a moose test, the Prado rolls more, but willingly goes "behind the wheel", and the Pathfinder with a fully independent suspension is good at all! Smoothness on a bumpy road is higher in 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
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The power unit of the SUV is located in the 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 to have a center differential in the transfer case. This gives it better handling when driving on a good road. The Prado center differential is an asymmetrical self-locking mechanism of the Torsen type (NSD). It cannot be completely locked on its own, so the engineers provided for the possibility of its forced full lock, as well as locking the rear axle differential. Two corresponding keys with characteristic pictograms are located on the central panel. Next to them is the downshift switch (PP) in the transfer case. It has two positions - H4 and L4. The driver also has a function to deactivate the Dynamic Stability Control (VSC). Its key is located on the center panel to the right of the steering column. Here are the keys for adjusting the ride height and stiffness of the shock absorbers.
Different schools
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Inspection of the bottom of the pickups once again showed how different the representatives of the two Japanese clans are. Explicit weaknesses in Toyota practically not, except that the brake pipes located on the side of the frame can be "uprooted" by those who jumped out from under wheels a log or damage on a boulder. The engine sump is covered with a metal sheet, a small and "scanty" protection against stones is also available at the distributor. A plastic casing, resistant to destruction, is responsible for the safety of the tank. Clearances are higher than Nissan , and the angles of entry, exit and ramp are larger. The latter, by the way, could have been even better if it were not for the stupid steps. Suspension travel before hanging - and that is slightly better than Navarov's. With front axle connected Toyota kneads dirt well. A situation is not excluded when a forced blocking rear differential, but the three-liter version does not have this useful device. But overall, the design of the Hilux is highly credible.
There were more reasons for nagging the tight bottom of the Navara. There is no protection for the engine sump, automatic transmission crankcase, not very high hanging distributor and gas tank. The lowest point is the bend of the exhaust system. The embarrassment was caused by the ribbing of the rear axle housing, which is easily damaged. Problems may arise with the handbrake cable, wiring in the area of \u200b\u200bthe rear axle and the wiring harness in the area of \u200b\u200bthe automatic transmission - in case of an unsuccessful assault on the intersection, they break off once or twice. Front stabilizer struts are located low.
Who is more "real"?
The price for the Pathfinder's asphalt fervor was geometric cross-country ability. Most of the gaps and corners (with the exception of the ramp) are similar to those of Toyota. The situation is more sad with the shoulder area at the rear wheels. Where the Prado bridge beam lets through a stump underneath, low levers will stumble upon it Nissan ... The Prado has a protected engine, transfer case and fuel tank. His rival can only boast of a covered steering mechanism. Both machines have weak points, but when comparing them, it becomes clear that the bottom of the "pathfinder" is less prepared for off-roading. How do you like, for example, an oil line that goes to the engine at the very bottom, which can be torn off at the very first "planting" of the machine? The fuel pipes are fixed to the frame and under certain conditions are "vulnerable", the stabilizer is placed low, in front of the gearbox, and as if waiting for a meeting with a snag. At Prado, the air bellows and brake pipes at the frame are slightly vulnerable, and the low hanging tank can be "leaned" against a difficult bend in the terrain. Measurements for articulation only confirmed the victory Toyota with its half-meter suspension moves.
Nissan Is the Pathfinder a bad SUV? We do not state this in any way. Simply, getting out on it in a field or forest, where there are many stones with "boards", and the relief can insidiously "sink", you should remember about the design of the car.
Being determines the choice
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Toyota Land Cruiser Prado is a great balance between comfort on the asphalt and all-encompassing all-round ability. The bar set by this all-terrain vehicle , in many disciplines is high, and only a small number of cars manage to step over 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 decided to purchase a Toyota pickup - a hard worker with a much more meager off-road potential and simple equipment, he will buy the younger brother of the "two hundred" and vice versa.
Comparing the Land Cruiser Prado directly to the Pathfinder 3.0 is probably also not entirely correct. Nissan's brainchild is very peculiar. Enjoying equanimity and "adulthood" Toyota may not appreciate youth fervor Nissan ... But still? If you often drive around the city and the highway, diluting the dynamic "shooting" on the asphalt with forays on simple off-road, then the "pathfinder" from Nissan will be to your liking. If you are planning to get out on a heavier off-road, then a "cruiser" is better suited for such conditions.
Pathfinder or Navara? Good question. The cars are almost equal. If the cargo compartment and the harsh move do not bother, then Navara will become a loyal and more accessible friend. And finally, the most interesting: Navara or Hilux? Almost a "Chinese" interior, the worst ergonomics among the test cars, cost from 1.4 million rubles, execution with a 3.0 liter engine and automatic transmission, but at the same time efficiency, balance, good level of acoustic and driving comfort - all this " high luxury ". Oddly enough, my personal choice remained with the black track. I am willing to put up with all of these shortcomings, as they more than pay off with their unmatched legendary vitality. It is not for nothing that people joke: "After a nuclear war, only cockroaches and Hilaxes will survive."
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| Toyota Hilux | Nissan Navara | |||
|---|---|---|---|---|
| C | 220 | 220 | ||
| 220 | 220 | |||
| 230 | 225 | |||
| 325 | 315 | |||
| D | 305 | 255 | ||
| 375 | 275 | |||
| 330 | 275 | |||
| B1 | Front passenger compartment width, mm | 1365 | 1435 | |
| B2 | Rear interior width, mm | 1360 | 1400 | |
| B3 | Width of loading platform min./max., Mm | 1010/1450 | 1120/1495 | |
** The driver's seat is set to L 1 \u003d 950 mm from point R to the accelerator pedal, the rear seat is moved back to the end
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| The results of geometric and weight measurements made by the editorial experts in the conditions of the 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 the 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 spar, mm | 265 | 310 (325)*** | ||
| Clearance under the fuel tank, mm | 265 | 245 (260)*** | ||
| B1 | Front passenger compartment width, mm | 1435 | 1480 | |
| B2 | Rear interior width, mm | 1400 | 1440 | |
| V | Useful trunk volume (5 persons), l | 488 | 444 | |
* From R point (hip) to accelerator pedal
** The driver's seat is set to L 1 \u003d 950 mm from point R to the accelerator pedal, the rear seat is moved back to the end
*** In brackets data for the maximum position of the air suspension
| Technical characteristics of cars | ||||
|---|---|---|---|---|
| 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 |
| Wheelbase, mm | 3085 | 3200 | 2853 | 2790 |
| Front / rear track, 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 circle, m | 12,4 | 13,3 | 11,9 | 11,6 |
| FUEL CONSUMPTION | ||||
| Urban 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 / fuel tank volume, l | Dt / 80 | Dt / 80 | Dt / 80 | Dt / 87 |
| ENGINE | ||||
| engine's type | Diesel | Diesel | Diesel | Diesel |
| Arrangement 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 |
| Reduction gear | 2,566 | 2,630 | 2,680 | 2,570 |
| CHASSIS | ||||
| Suspension in front | Independent, spring | Independent, spring | Independent, spring | Independent, spring |
| Suspension behind | Dependent, spring | Dependent, spring | Independent, spring | Dependent pneumatic |
| Steering gear | Screw nut | Rack | Rack | Rack |
| Brakes Front | Ventilated discs | Ventilated discs | Ventilated discs | Ventilated discs |
| Brakes Rear | Drum | Drum | Ventilated discs | Ventilated discs |
| Active safety equipment | 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 dimension * | 265 / 65R17 (30.6 ") * | 255 / 65R17 (30.1 ") * | 255 / 60R18 (30.0 ") * | 265 / 60R18 (30.5 ") * |
| MAINTENANCE COSTS | ||||
| Approximate costs for the year and 20 thousand km, rubles | 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 |
| Basic cost of maintenance ***, rub. | 27 150 | 21 700 | 12 650 | 34 670 |
| We stand. first oil change ***, rub. | 5700 | 5000 | 5300 | 5700 |
| Maintenance frequency, thousand km | 10 | 10 | 20 | 10 |
| Combined fuel costs, RUB | 45 390 | 45 900 | 48 450 | 41 310 |
| WARRANTY CONDITIONS | ||||
| Warranty duration, years / thous. km | 3/100 | 3/100 | 3/100 | 3/100 |
| COST OF THE CAR | ||||
| Test set ****, 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 the current discounts
| Expert assessments based on the results of pickup tests | |||||
|---|---|---|---|---|---|
| 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 | ||
| Clearances | 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 | ||
| Ride comfort | 3,0 | 2,3 | 2,2 | ||
| Accelerating dynamics | 3,0 | 2,6 | 2,7 | ||
| 3,0 | 2,8 | 2,8 | |||
| Cruising on the highway | 2,0 | 2,0 | 2,0 | ||
| Lifting 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 | ||
| Clearances | 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 | ||
| Ride comfort | 3,0 | 2,7 | 2,9 | ||
| Accelerating dynamics | 3,0 | 3,0 | 2,6 | ||
| Fuel consumption (combined cycle) | 3,0 | 2,7 | 3,0 | ||
| Cruising on the highway | 2,0 | 2,0 | 2,0 | ||
| Lifting 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 efficiency, legendary reliability | Decent handling, decent dynamics, excellent equipment level | Powerful diesel engine, modern seven-speed automatic, decent level of comfort | Comfort on almost any type of surface, extensive off-road arsenal, spacious interior, interior quality | |
| Minuses | Archaic interior design, imperfect ergonomics, high price | Very weak protection of the main components and assemblies from below. Not the most perfect ride | High fuel consumption, "nervous" gearbox operation, not the most off-road transmission and not the best off-road preparation | Quite high cost and very expensive operation. Brakes could be more effective | |
| Verdict | One of the real classic pickups, feels very good on different types of surfaces | Pickup for outdoor activities, capable of surpassing some passenger cars in driving performance | The SUV will appeal to active drivers and fans of outings. The main thing is without fanaticism! | An outstanding, harmonious vehicle that gives confidence both on asphalt and off-road terrain | |
photo: Roman TARASENKO
Good day everyone! I decided to supplement my previous review and write another one. Last.
I rode a lot in the car. The cruiser - like an all-weather fighter - fears nothing. He especially helped me out when the frosts were crushing under forty and below. Soon after I wrote 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. And it has become easier to warm up at idle. 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 (driving on gas contributes to this). Were replaced the rear hub bearings, cardan crosspieces, brake pads. After replacing the pads, I thought a little - and decided to immediately replace the brake discs (rear). And that was done.
Strengths:
- Strong
- Reliable
- Unpretentious
Weak sides:
- Few of them remain
Review of Toyota Land Cruiser 4.5 24V 4WD (Toyota Land Cruiser) 1996
I have been using this miracle for more than 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 - Traveled for a week with a broken connecting rod. I made my way to the station.
Gas allows you to save a lot on fuel. I went to Altai, climbed the mountains. The car is a dream.
Strengths:
- Fifteen years of operation. Capital of the engine with real 400,000 km of hard operation. By the way, the overhaul cost only 85tr. Eternal.
Weak sides:
- The presence of such goods on the market causes an economic crisis))) No one (except the owners) needs indestructible cars, telephones, etc. For why buy a car that you want to float 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
Hello!
I present to you a review of an extremely unusual car Tyota Land Cruiser 80, 4.2 TDI, automatic, with a mileage of 650,000 km. Its uniqueness is that the car was completely disassembled to the frame, then completely assembled, plus a complete tuning was done.
Initially, I wanted to buy an SUV, necessarily a diesel one, of Japanese production, for some reason then I wanted an automatic machine, within 800,000 rubles. Before buying, I considered the following options:
Strengths:
- Nice reliable car with a very reliable engine
Weak sides:
- The 80th in a normal state is very difficult to find
- Not suitable as a rogue due to weight
