It all started in the middle of the twentieth century, after the Second World War, when Japanese designers created a prototype of a utility passenger SUV, based on the Jeep model, which was full of American occupation forces. However, they did not see other worthwhile samples, except that the Soviet GAZ-67 accidentally turned up. Therefore, it is not surprising that their first-born was called Toyota Jeep (internal index - BJ). It is clear that in this form, suitable only for soldiers not spoiled by comfort, he did not have much success - the Americans had their own good cars, and the Japanese imperial army, which had previously been the main customer of all technical innovations, completely ceased to exist. Therefore, the bet was made on the foreign markets of neighbors, especially with the same left-hand traffic, experiencing a great need for new technology after the military devastation. And the already proven platform was modernized, significantly reworking the design, increasing comfort and generally adapting it for civilian use. So in 1956, the already legendary Toyota Land Cruiser model was born (it was a series with an internal index of 20 - and the very original BJ is actually referred to the 10th). The solutions laid down at that time turned out to be so successful that, with minor changes, they lasted on the assembly line for almost 30 years!
During this time, the number of cars on the roads has grown many times over, and the city streets themselves have greatly increased - it became more and more difficult to drive full-fledged SUVs, many began to abandon such toys. In order not to lose the market and thousands of devoted fans, in October 1985, a pair of the large Land Cruiser 70 began to produce its “little brother” - Land Cruiser Light (the internal index of the LJ71G model additionally emphasized kinship). The main difference between the youngest was positioning as an urban station wagon. It had a spring front suspension, which markedly improved ride comfort and handling, and some loss of off-road performance remained virtually unaddressed. The piggy bank of the new concept was perfectly replenished with a light and economical turbodiesel with a capacity of 84 hp. and a working volume of 2.4 liters.
But still, such solutions were not enough and, by the standards of Toyota, sales were small. Therefore, by April 1990, a major upgrade was carried out, and buyers received a completely new design and "normal" layout - the car finally had four side doors! Such changes were considered worthy of the status of a new model, which became known as the now familiar Land Cruiser Prado. From now on, it was a car for outdoor activities, because as many as seven people were freely accommodated on three rows of seats, and still a powerful frame and all-wheel drive made it possible to look down on cars in their attempts to overcome the “last mile” to their favorite vacation spot.
1990–1996 Toyota_Land_Cruiser_Prado_70_001
First generation Toyota Land Cruiser Prado (1990–1996)First generation Toyota Land Cruiser Prado (1990–1996)
Since then, a quarter of a century has passed, but Prado has not lost its qualities at all, although in the mid-1990s it had to endure a severe battle for the wallets of buyers with the “countryman” Mitsubishi Pajero. Buyers primarily benefited from this competition, forcing rivals to constantly upgrade their products. From the point of view of a prudent buyer, the third generation Prado with an index of 120, produced from 2002 to 2009, is now of the greatest interest. The current, fourth generation with an index of 150 is made on the basis of the 120th and differs from it in principle only in a more modern finish, electronic filling and, alas, a higher price. Taking into account the fact that in our country they can ask for up to 1.7 million rubles for oldies from the latest batches in a good configuration, many people tend to choose the third generation in this price niche - fortunately, there is already an interesting choice of engines in it , body types and transmissions. Prado's closest relatives are the Hilux Surf/4Runner family, which share the same platform.
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The second generation of Toyota Land Cruiser Prado_(VZJ95R), produced in 1996-1999The second generation of Toyota Land Cruiser Prado_(VZJ95R), produced in 1996-1999
Aces up your sleeve
The main trump card of Prado of the 2000s is a combination of durability, comfort on the highway and high off-road qualities. In fact, we see a good business-class “rogue” with traditional reliability for a real Toyota, high-quality interior trim and a comfortable fit. The readiness to overcome off-road is genetically incorporated in it - large suspension travels, permanent all-wheel drive with the possibility of locking the center differential and a lower range in the transfer case. A self-locking limited-slip differential was already installed in the rear axle in the basic version, and a forced lock could be installed on request. Such copies on the secondary market are quite rare and when buying them, diagnostics must be approached especially carefully: most likely, the car was used a lot for its intended purpose. In this case, the type of differential can be determined from the official catalog of spare parts. Of the useful electronics, in addition to ABS and the A-TRC active traction control system, paired with the VSC directional stability system, there was also a Downhill Assist Control system - a rare option for those years.
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The third generation Land Cruiser Prado was produced in 2002-2009The third generation Land Cruiser Prado was produced in 2002-2009
On the highway, you should not expect the same handling from the Prado as a sedan with a ground clearance of 120 mm - a dependent rear suspension with a continuous beam and a high center of gravity constantly remind you of yourself, although they allow you to move for a long time on terrible off-road. High-profile tires also contribute to the reduction in handling. The situation is slightly better on versions with rear air suspension: changing the clearance and stiffness of the shock-absorbing elements allows you to better control the car at high speed. But even in this case, it is more expedient not to bring it to critical modes, but simply to choose the most comfortable driving mode. Another benefit of this option is the possibility of increasing the exit angle (rear ramp) by raising the body by 4 cm relative to the ground, but it must be remembered that the clearance itself will not change from this, since it is rigidly set by the distance from the ground to the rear axle gearbox ( on standard tires - 220 mm).
In the cabin, as mentioned earlier, ergonomics were on top. Compared to the most famous competitor - Pajero - Prado is noticeably more spacious. The secret is simple - for a frame SUV there is a very low floor level, which allowed the engineers to increase the doorways, so that car owners do not get their feet dirty when getting in or out. And the range of adjustments of the steering column and the driver's seat is quite sufficient even for people of our anthropological type, it's no secret that many people dislike Japanese cars precisely because of the layout of the driver's workplace for short Asians. The rear row of seats is equipped with the ability to adjust the backrest and, if necessary, folds into a flat floor, suitable for overnight stay even in the short 3-door version. In the full-size 7-seat version, the rear folding seats will be convenient for children, who will also be delighted with a good overview, but it is better to put adults in these places only for short trips.
Our realities
Officially, only one version was supplied to the Russian market: a five-door Prado with a V-shaped 6-cylinder gasoline engine with a capacity of 249 hp. and a working volume of 4 liters, paired with an "automatic". Most of the sold copies were in the maximum configuration R2. Its characteristic features were leather-trimmed seats, steering wheel, transmission and handbrake levers, woodgrain inserts on the instrument panel, full power accessories, including electric drive and heated front seats, cruise control, separate climate control with separate controls for the rear, disc rear brakes, decorative lining on the wheel arches and roof rails. The only thing missing was the navigation system, which was available in versions for the European market. These copies were very expensive initially, and now they are getting cheaper the slowest. Therefore, a stream of used copies from Europe and the Middle East poured into the Russian market. There, the variety of equipment was simply huge, which, coupled with the customs duties then in force, allowed those who wished to become the owner of Prado, sometimes paying up to 50% less money for it. And for off-road fans, for example, it was the only way to get a short-wheelbase diesel version without unnecessary “special stages”.
It would be useful for a buyer in the secondary market to know other subtleties in order to avoid pitfalls when choosing. The main problem when buying Prado is a possible criminal component. This car is very popular among hijackers, and for copies imported into the Russian Federation through "gray" channels, the risks of "curve" customs clearance are added. Due to the large volume of engines, the share of customs payments after crossing the border could exceed half of the total price. Cars from the Middle East, often referred to among car owners as "Arabs", due to the lack of additional anti-corrosion treatment, have a high risk of frame number damage. Let's also mention a common problem - almost without exception, adjusted mileage, since, due to the high reliability of cars, it is quite easy not to notice the discrepancy between the mileage and the age of the car. And it is not uncommon that it is not the previous Russian owners who are to blame for this: often such fraud is in the order of things in southern countries. It is worth considering that for SUVs of this class, as practice shows, annual runs of 40-45 thousand km are more typical than the average 20-25 thousand.
Engines
There were three main engines for Prado - two petrol (4.0 and 2.7 liters) and a diesel 3-liter turbocharged unit. All motors proved to be quite reliable and quite worthy of the brand, but with long-term operation, a few nuances should still be noted.
top motor - 6-cylinder V-shaped petrol 1GR-FE working volume of 4 liters and a power of 249 hp. - due to the large volume and power reserve, it proved to be the most durable and trouble-free unit. The drive of the timing system here is made by a low-noise chain, which is operated without problems for 250-300 thousand km, and with the constant use of only synthetic oils with a change interval of 10 thousand km, it can “run through” all 400 thousand! Adjustment of clearances in the valve mechanism is carried out traditionally for Toyota engines of this generation using replaceable washers, and the overall quality of the parts is such that even at a run of 300 thousand km, the clearances are still within tolerance. Engines up to 2004 were more prone to warping of the cylinder heads due to overheating (often the owners themselves are to blame for this, chronically not washing the cooling radiators clogged with dirt and poplar fluff). Later, this weakness was generally eliminated.
More simple 4-cylinder 2TR-FE 163 hp also proved to be very reliable, but its overall resource is inevitably lower on average, since it is still rather weak for such a heavy car and the driver is forced to “twist” it more to ensure acceptable dynamic qualities. The resource of fuel equipment directly depends on the quality and purity of the gasoline used. With regular refueling at gas stations of reputable brands, the nozzles easily take care of up to 300 thousand km (the cost of a new part is from 12 to 18 thousand rubles), the submersible fuel pump unit with a filter lives about 200 thousand km, and for revision it is necessary to remove the fuel tank, therefore it is recommended to immediately replace the entire module assembly (8-12 thousand rubles). The water pump of the cooling system requires, as a rule, replacement at the turn of 180–200 thousand km. Attached electrical equipment - a starter, a generator, an air conditioning compressor - require intermediate repairs in the region of 250-300 thousand km, but on condition that dirt or water did not get into them when overcoming off-road or when washing the engine compartment ineptly. All these figures are quite typical for Toyota power units in general, and Prado was no exception, and assessing the condition of these components can indirectly help determine the real mileage of the car itself.
But with diesel 1KD-FTV there were more problems. Its power during the modernization process was raised from 163 to 173 hp, but the main generic sores remained unchanged. The first weak link is the timing belt drive. Despite the recommended replacement interval every 120 thousand km, for peace of mind it is better to do this after 100 thousand. In this case, it is recommended to use only original parts (belt and tension roller), because when the belt breaks, the valves inevitably meet with pistons, after which it may be necessary to replace not only the valves, but also the pistons (if the engine was running at high speeds at the time of the break). Yes, and the very choice of this type of drive causes great bewilderment - for a diesel engine this is not a very good solution. Another weak point is the turbocharger assembly itself. In addition to the “traditional” resource of 150–200 thousand km, plastic gears are used in the turbine control unit, the resource of which is highly dependent on the cleanliness of the air channel, which is suitable for the turbine (it is recommended to check with an oil change on a non-new engine). The resource of injectors and high-pressure fuel pumps averages under 200 thousand km (again, when using high-quality fuel). The cost of replacing each nozzle is about 25 thousand rubles, and all 80 thousand can be requested for the repair of a high-pressure pump.
In addition to these power units, there are Prado with gasoline 5VZ-FE (3.4 l, 185 hp). This engine was used on the previous, 90th series and migrated to the next one only for use in the domestic market of Japan. In addition, on cars from the southeastern markets, diesel 1KZ-TE (3 l, 131 hp) and atmospheric 5L-E - (95–105 hp) are very weak for Prado - it is better to bypass them and don't be tempted by the low price.
Which one to take?
Separately, I would like to dwell on the choice of the power unit. Despite the fact that the characteristics of a 3.0-liter turbodiesel look very enticing even against the background of its 4.0-liter gasoline counterpart, it is worth thinking carefully when choosing a used copy with a range of 150 thousand km. The advantages of a diesel engine will be fully felt only by the owner of a fresh car, and the next ones will face the risk of a broken timing belt, expensive repairs of the turbocharging system and fuel equipment, which can completely negate the economic benefits of operating a diesel engine for several years to come. Indeed, despite the high tax from 249 hp, 1GR-FE allows the use of 92nd gasoline, and the cost of diesel fuel in many regions has long exceeded the cost of 95th. How can one not recall the driver's wisdom here: a diesel engine does not save you money, it just lends it. For fans of off-road adventures, the diesel choice is obvious in any case: huge torque on the bottoms is vital there, and for everyday use Prado, a more modest version with a 2.7-liter gasoline may well be considered. Fortunately, its content, with a good choice, will be significantly cheaper.
transmissions
With gearboxes - both mechanical (with a 2.7l engine) and traditional hydraulic machines - there are practically no problems provided that the oil is changed regularly (it is recommended to do this after 100 thousand km, but under severe operating conditions it is advisable to halve the interval). Even on the oldest copies of 2002-2003 release, there are isolated cases of breakdowns. In 2005, during the next restyling, the 4-speed "automatic" was replaced by a 5-speed one.
In the transfer case, the electric drive of the center differential lock can deliver problems, and again due to the use of plastic parts in it. The price of a new assembly assembly can reach 25 thousand rubles, but the craftsmen have learned how to restore this assembly at a reasonable price. Oil seals of transmission units, anthers of CV joints, hub bearings during operation on the highway easily nurse up to 200-250 thousand km. Other suspension parts have a similar resource - levers, ball joints, tie rods, shock absorber struts, even parts of anti-roll bars can last up to 150 thousand km! Traditionally, Toyota's weaker point is the steering shaft assembly, its connections can indicate a noticeable backlash by 120-150 thousand kilometers, although this happens more often after 7-8 years of operation - apparently, the lubricant dries up in moving joints.
Another victim of age is brakes. If you are experiencing problems with braking performance, the first thing to check is the mobility of the pistons in the brake cylinders and the guide pins in the calipers. You can save yourself from piston corrosion by regularly changing the brake fluid at least once every two years (for cars older than six years, it is recommended to do this every year), and inspect and service the calipers themselves when replacing the pads. Possible souring of the parking brake cables is also a relic of the times: the replacement itself is not difficult, the cost of work and parts does not exceed 2-3 thousand rubles.
Separately, it is worth noting the issues of operation of the air suspension. The air bags themselves, unlike the products of eminent German competitors, have a resource of 200–250 thousand km, but require constant attention, because if the tightness is lost, their booster pump starts to work constantly and quickly fails - it is not designed for continuous operation. A little more problems are caused by the wiring to the body position sensor and shock absorbers. In the first case, the sensor will most likely have to be changed (20–25 thousand rubles for the original part), in the second, it will cost a little and repair the wiring harness.
A tinsmith's dream?
On the body, only specimens with a spare wheel on the rear door deliver characteristic problems. It turned out to be too heavy and its loops give up earlier than the time planned by the designers. Such a defect does not threaten anything terrible, but if the squeaks from the back door are annoying, it is better to change the hinges (a simple adjustment in order to select the backlash in the VAZ way will not give much effect). On specimens intended for operation in a hot dry climate, as already noted, due to the lack of additional anti-corrosion protection, there may be problems with corrosion of the bottom and frame. Also at risk are the unprotected pipelines of the air conditioning system in the rear. And do not forget about the number on the frame - it is highly desirable to protect it additionally, without waiting for the development of corrosion. The paintwork is highly durable, and the natural darkening of headlights and chrome-plated decorative elements is simply inevitable in our conditions.
On this list of characteristic problems of the Land Cruiser Prado as a whole can be closed. Other breakdowns are caused either by very high mileage of cars, or damage in an accident. With constant off-road forcing, the resource of many nodes can be determined in minutes and hundreds of meters. However, it can no longer be called normal operation.
Based on the impressions of motorists, we can conclude that the appearance of the fourth generation Prado 150 is far from perfect. At the same time, the rear view causes the maximum number of complaints. Many argue that the predecessor of the model in the 120th body looked much more elegant and harmonious.
Due to its overall dimensions, which are 4760 x 1885 x 1845 mm, the updated version seems a little “bloated” and voluminous, which causes some concern among motorists who do not have experience in “communicating with SUVs”. It seems that to cope with such a "colossus" is very problematic.
Although this deliberate "rudeness" and "brutality", inherent in Japanese-made SUVs, turns out to be only external. The quality of the body metal leaves much to be desired (when driving, you can even see how the “flimsy” hood vibrates). The shape of the headlights is incomprehensible and incomprehensible, and the thresholds are recessed into the body too much, which is why clothes get dirty in bad weather.
Another remark regarding the body part of the car is the low quality of its paintwork, which becomes unusable with minimal external influences. Any branch or knot, touching the car, leaves its “trace” on it, so it’s better to be as careful as possible in the forest. The same can be said about the quality of stock glass, which is rather quickly covered with chips, which is why it has to be changed after 25 thousand km of operation.
However, the outer side of the Toyota Land Cruiser Prado 150, according to its owners, is still not without merit. First of all, there is a good clearance of the car, which is 220 mm. Also among the undoubted advantages were noted folding mirrors of impressive size, providing excellent visibility. In addition, most of the car owners noted the high reliability of its design and good build quality in general.
Regarding the interior of the Toyota Prado 150, you can hear mostly positive opinions. And, its main advantage, of course, is its excellent capacity, which is a great pleasure on long journeys. Also, the strengths of the car were ranked: the presence of a seat memory function, a Russian-language menu and good music.
However, in terms of ergonomics, the interior of the car is far from the height that you expect to see here. Obvious cons:
- uncomfortable design of the driver's seat, which has insufficient width and irregularly shaped back;
- ill-conceived location of the start button, to press which you have to push the chair back strongly;
- a small amount of storage space;
- unbalanced operation of the climate control system, when turned on in automatic mode, an uneven distribution of air flows occurs.
- coarse leather quality.
Regarding the soundproofing of the cabin, there are also many criticisms. Some car enthusiasts called it "rattling", noting that everything in it "lives" its own life, making some sounds and noises, from the rear seats to the door trim. Especially in this regard, the back door “sins”.
Surprising is the absence of important sensors, such as "oil level indicator" and "washer fluid level". But the presence of access and start without a key and a 220 V outlet in the luggage compartment is the most pleasant experience.
In general, you involuntarily expect something more “perfect” and high-quality from a car of this class, although if you do not impose any special requirements on it, the picture of the internal arrangement is quite positive.
Technical content
In terms of technical equipment, the Land Cruiser Prado 150 is distinguished by reliability and practicality, as it should be for a Japanese-made car. At the same time, its main drawback, according to most motorists, is a “weak” engine that does not correspond to a powerful frame structure. This refers to a 2.7-liter gasoline engine, created exclusively for a calm, measured meal without any “feints” and overtaking on the highway.
In relation to the 4.0-liter power unit, many complaints were also made. First of all, the dissatisfaction of some motorists was caused by insufficient acceleration dynamics. With such a sound from the engine, you want some unprecedented power and high-torque, but, alas, this is not at all the case. The Prado with a 4.0-liter “heart” accelerates smoothly and sedately, as befits a solid and respectable car with an expressive and “serious” appearance. At the same time, compared with its predecessor in the 120th body, the car with this engine has become less “gluttonous” by about 10%. However, one should not build special illusions about this, expecting special efficiency from the Prado. A 4-liter engine is a fairly serious unit that needs to be “fed”.
Toyota Prado 150 diesel also has a calm nature, which affects the nature of its behavior on the track. The dynamics of the engine in this case is characterized as “sufficient”, but those who want to “chase” with someone on the track should keep in mind that winning in this case is unlikely, so it might not even be worth trying. Among the shortcomings of the diesel 3.0-liter engine, motorists noted its "noisiness". In addition, during its operation, vibration is clearly felt in the body part and on the steering wheel. In the "set" with an automatic transmission, it works quite smoothly and smoothly, although, with a sharp increase in speed, you can feel a slight jerk.
In general, given the above, it is difficult to say something truly negative and negative about the Prado engines of the 150th series. They are good and reliable, as before. Yes, and who said that a car with such characteristics and excellent cross-country ability should still “drive” on the roads? The purpose of its creation was diametrically opposed, so this fact should be taken into account when purchasing a car.
The steering of the car deserved positive feedback, however, you need to get used to the presence of a function that varies with speed. In addition, there is one not very pleasant feature in his work: if there is a minimum slope of the roadway to the right, you need to turn the steering wheel to the left by several degrees. The greater the deviation, the more it is necessary to turn the steering wheel, and this has to be done in the process of driving and at a decent speed.
The automatic transmission works quite clearly and accurately, but still a little “lazy”, which is why, even paired with a “serious” 4.0-liter power unit, it manifests itself rather “medium”.
Separately, it is worth "dismantling" the suspension of the car, which most car owners called "too stiff", which is why all the "charms" of off-road are given in the cabin with jolts and longitudinal swaying.
It is worth mentioning the possibility of equipping the car with a pneumatic type suspension. Of course, it does not add reliability to it, and this option is not cheap, but its installation justifies itself. The reason for this is the insufficient strength of the conventional suspension, which breaks through to the bumpers during operation. With the "pneumo" function, this does not happen. In addition, the pneumatic system “swallows” all the imperfections of the roadway well, as a result of which the driving experience improves significantly.
Handling and ride quality
As befits a real SUV, the 150th Prado shows itself quite worthy on “difficult” road surfaces. Such small obstacles as "speed bumps" and dents in the road are "just dust" for him.
But, frankly, the off-road qualities of this car are somewhat embellished. For example, the presence of cross-wheel locks can be seen only in the most "charged" modifications, the cost of which significantly affects the contents of the pocket.
But on the asphalt of “average” quality, the Prado is simply magnificent. At the same time, many car owners speak out especially warmly about its exchange rate stability system, which allows minimizing all kinds of deviations and rolls while driving.
In general, behind the wheel of such a car you involuntarily feel like a representative and influential person. It affects the high landing, which provides good visibility, as well as solid dimensions, which inexperienced motorists cause real excitement and awe.
The 150 accelerates calmly and smoothly, so you should not expect a swift jerk from it. And behaves in the traffic flow accordingly. Of course, you can try to "show off" by selecting the "SPORT" mode, but you will not get much pleasure from such a ride, given the solid mass of this "handsome".
On slippery surfaces, the off-road assistance function works well. When it is turned on, the car passes through the mud without any slips and problems, calmly and confidently performing the task assigned to it. Although, of course, you should not get too carried away in this regard, but for serious off-road it makes sense to choose more reliable specialized equipment.
The steering wheel of the 150 is quite responsive and informative, although when accelerating it begins to noticeably “heavier”. As for the possible acceleration, even at 190 km / h it holds the road well, but, according to the sensations, this high-speed mode is not very comfortable for it. The optimal (“cruising”) speed is 120 km / h.
If we sum up the general conclusion under the above, we can see that the 150th Prado is a fairly reliable, practical car for "quiet driving around the city and periodic trips to rough terrain."
Although, given the very extensive list of "problem areas" and shortcomings, objectively it should cost at least 10-15% cheaper. Currently, you can buy a Toyota Prado 150 for an amount of about 2.5 million rubles. and higher. In general, it is quite good, although manufacturers would do well to eliminate the gaps made in the design and production of the model. Still, you want to buy a car justifies the money invested in it ...
I have owned this legendary SUV for three years now. I am the second owner. It was purchased by me from the hands of a girl who bought it from an authorized dealer at the end of 2010. According to the passport, he is also 2010. This is my first five-door SUV in black, which for 7.5 years of its full life has already run 82,000 kilometers on the roads of Russia and Kazakhstan.
Specifications:
My Pradika model is 2010, so it is pre-restyling. High quality assembly from Japanese specialists with adaptation to the European market.
As for the dimensions, they have the following parameters:
- The length of the car is 4840 mm.
- Width 1855 mm
- The height is almost the same - 1845 mm.
Someone thinks that these width-to-height ratios can lead to a car tipping over, but I will try to dispel your speculation.
The wheelbase is 2790 mm. The Toyota Land Cruiser Prado in the 150 body is significantly smaller than its older brother TLC 200, so it is easily able to maintain its superiority over it on off-road.
The mass of the Prado makes one involuntarily respect him, in the passport there is a mark of 2400 kilograms, and the total mass is 3 tons.
It is completed with three main power units, between which it was very difficult for me to choose. This is a 2.7-liter petrol four, a 4.0-liter petrol six and my three-liter diesel with 4 cylinders, which I did not consider as an option at all. In the region where I live, diesel fuel is far from ideal quality, so we have few diesel engines, and, accordingly, there are also specialists in them.
This particular car was chosen solely because of its "fat" configuration and low mileage. The petrol four did not suit in terms of power, but the six in terms of its appetite and taxes. Already after the acquisition, I found out that my power, although not significant at 173hp, but the torque, which is more important on heavy vehicles, is 410 N * m. This is 20 N * m more than on the top four liter version.
The three-liter power unit is paired with a five-speed automatic transmission, which, frankly, is not suitable for racing at all. He thinks for a very long time, the transmission does not select as well as we would like. This is not surprising, since the pradik is a heavy frame SUV.
Equipment:
As I noted above, my car has a rather expensive package - "Prestige Plus". Optionally, you can add a third row of seats, sunroof, heated steering wheel and air suspension back. Otherwise, everything is in my configuration!
I think it’s not worth talking about standard things, so I’ll only talk about the main points and cool little things.
Automatic transmission, black leather interior, a full-fledged refrigerator in the armrest, a 220-volt outlet in the trunk. Everything is electrically adjustable. The steering wheel automatically moves towards you when you start the car and moves as far back as possible when you turn it off. Starting, by the way, is carried out using a button. The music is excellent from JBL, represented by 12 speakers, regular amplifiers and a regular subwoofer. There is a lot of space in the cabin, all the buttons, knobs and other interior details are simply huge, as are the rear-view mirrors.
Toyota Land Cruiser Prado 150 dashboard It’s worth adding that getting into the car happens without a key, with the purchase of Pradik, I forgot when I held them in my hands for the last time. This moment is very well thought out, already when approaching the car, it turns on the illumination of the thresholds, the interior, as if welcoming you. This is quite a touching moment and cannot but rejoice. Now let's move on to the main features, both of my configuration in particular, and to the features of the Prado 150 in general.
The car has four cameras. One is located under the front Toyota sign, the other is in the back, and two are in the side mirrors. This is the most beautiful piece of engineering I have ever seen in a car. If you drive out from behind the high walls of houses onto the road and see nothing, just look into the cameras, they have already seen everything a long time ago. Parking is a pleasure. Off-road, they are the best assistants, if you do not take a friend with you, the navigator, who would agree to be outside the car in the mud. In addition to the cameras, 8 parking sensors are also installed around, so it’s not surprising that a girl used the car before me, because it’s simply impossible not to notice anything in the parking lot on this car.
Regarding off-road capabilities, my configuration has everything: a reduced range of gears, an interaxle (central) blocking, an interwheel blocking of the rear axle and, most importantly, Multi-Terrain Select. Probably everyone is familiar with cruise control, and so this is the same cruise control, only off-road. You set the direction, choose the right speed, take your feet off the pedals and watch your Prado free you without your help from the most difficult mud, snow or sand traps. On the displays, which is located in the dashboard, you can see in what position the front wheels are. It helps a lot on the road.
I also forgot to mention the wonderful headlights available in my configuration. Near — linzovannaya xenon, distant conventional halogen. Especially lies in the fact that the headlights are adaptive. They turn with the steering wheel and illuminate the turn you are entering in advance.
actual fuel consumption.
Consumption of diesel pradika I was very surprised. Gasoline sedans drive around with a consumption of 12-14 liters in the city, while the cost of gasoline is 20% more than diesel fuel. On my heavy frame Prado 150, the consumption has the following figures:
city in the summer - 10-11 liters (real consumption)
In winter, it is 14-15 liters due to downtime on site due to warming up. The data here is exclusively from the on-board computer.
On the track in the summer we traveled repeatedly over long distances, so it was interesting to measure how long an 87 liter tank would last.
According to the results, it turned out that the consumption is only 8 liters per 100 km of track at a speed of 90-100 km / h. If you drive it already at 140-160 km / h (at a maximum speed of 175 km / h), then the consumption even on the highway jumps to the mark of 11-12 liters.
I didn’t have to use it on the highway in winter, only for short distances, where the on-board computer shows 11-12 liters.
Oil.
I filled all the times only original Toyota 5W40 oils. Also installed together with the replacement of the original oil filter and fuel. I change the oil every 6-7 thousand km.
maintenance cost.
I have not yet carried out a full-fledged MOT, I change oils and filters and ride for my own pleasure. Replacing engine oil with oil and fuel filters is 5,000 rubles. I also did the replacement of the cabin filter (something in the region of 700 rubles). In the spring I plan to change the oil in the box — 12,000 rubles. I also regularly “squirt” cardans - this is a fundamental moment for Pradik.
Toyota Land Cruiser Prado 150 black, rear Breakdowns.
As for the breakdowns, they essentially did not exist. Once the light bulb burned out in the PTF. This breakdown cost 1500 rubles.
The next breakdown happened just because of the “illness” of the Prado in my configuration. Due to the constant movement of the steering wheel, when the engine is started, a cable is wiped in the area of \u200b\u200bthe steering column, which is responsible for half of the interior buttons. In my case, only the signal and the ability to control the music system from the steering wheel disappeared. At autopsy, it turned out that the previous owner had already encountered this problem and soldered this cable, but I decided to replace it with a new one for 6,000 rubles with work. There have been no more breakdowns and I hope there never will be. No wonder the car is legendary and belongs to the group of "millionaires".
Rubber.
Since purchasing the TLC Prado 150 has been shod in Bridgestone Dueler H/T 265/65 R18. This is an all-season model that normally holds the road, but already at minus five degrees it is no different from the summer one. I am surprised at the wear resistance, it was not new at the time of purchase and I have had it for 3 years, and the replacement time is just right. It quickly “blurs” off-road, is quite noisy, keeps the track poorly, but in general, 7 out of ten. I never had winter tires, because in winter the car is practically not used
Dynamic characteristics.
The car holds the road perfectly, but worse than competitors from Audi or Volkswagen. There is enough traction on the bottoms with a margin, it is a pleasure to move around the city. On the track after 100 km / h the car refuses to go, overtaking is quite difficult. The car accelerates to 100 km / h in 11 seconds. As for braking, the car reacts adequately and brakes very quickly, but 2-3 times. After that, I would not risk overclocking much. Brakes quickly "float". This is due to their small size and large vehicle weight.
The excellent stability of the Pradico in my configuration is provided by the KDSS system. This is another ingenious engineering solution. At high speeds, the suspension becomes very stiff, which does not allow the car to sway, and at low speeds it completely “opens up”.
Hydroplaning and ice.
It is impossible to start a car into a skid with all the security systems turned on, no matter how you shake the wheel, it will go straight, but once you turn everything off, you will understand that even on a frame SUV you can have fun.
behavior at high speeds.
At high speed, the car stands confidently on the road, steers easily and does not cause a feeling of fear from driving.
Advantages.
I will indicate the main advantages later in the pros, but here I would like to add about the attitude of other motorists in the stream. You have to drive 2 cars, the second one is ten times cheaper. A huge difference, Pradik is respected on the road regardless of the year of manufacture, especially if it is black. Rarely honk, let pass without problems. Another main advantage is the slow decline in the price of it. For 3 years, the average price for my 2010 model fell by only 4-6%. I just can't believe it, but I often look at car sales portals and see price tags for my car that do not change.
Flaws.
Noisy engine, cheap plastic in the cabin, lack of modern automotive systems.
Safety.
This is what the Prado is up to. Powerful frame, modern materials and shock absorbers, a large number of airbags. I have never been scared in this car, if you are fastened, you get the impression that you are in an armored capsule, you know that the frame will protect you from any SUV and sedan.
Pros:
- Reliability.
- Off-road performance.
- Fuel consumption.
- Music system.
- Landing.
- Comfort.
- Vehicle versatility.
- Trunk volume.
Toyota Land Cruiser Prado 150 black luggage compartment Minuses.
- The diesel lacks power after 100 km/h.
- Diesel noise.
- Poor soundproofing arches.
- Disgusting paintwork.
- Qualitatively some interior materials.
Toyota Land Cruiser Prado 150 black, loaded on the road Conclusion.
To date, I do not know a car more reliable, more convenient and comfortable for the money. With the release of the new 2018 Toyota Land Cruiser Prado, I began to doubt the attractiveness of my dorestyle. And I can say with confidence that I will definitely not switch to another car in the next 10 years. He's better than you think.
Domestic motorists know the 2TR-FE engine mainly from an SUV, under the hood of which it has been installed since 2006. On some other models, such as Hilux, the engine has been installed since 2004.
Description
ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!
The 2TR-FE is Toyota's largest four-cylinder engine. The exact volume is 2693 cubes, but the row "four" is indicated as 2.7. Unlike the engine of the same size, the engine is equipped with a Toyota variable valve timing system, which, in the case of the Land Cruiser Prado 120 and Prado 150, allows you to get 163 hp at the output. at 5200 rpm crankshaft.
The Toyota 2TR-FE engine is equipped with four valves per cylinder, which improves combustion chamber scavenging and works to increase power, because the air flow constantly moves in one direction - from the intake valves to the exhaust. The legendary Toyota reliability is also facilitated by the timing chain drive. 2TR-FE vvt-i is equipped with a distributor injection system.
Geometry and characteristics
Like many other Toyota engines, the diameter of the motor cylinders is equal to the piston stroke. Both parameters in 2TR-FE are 95 mm. The maximum power transmitted to the wheels, depending on the model, varies from 151 to 163 horsepower. The highest output power is obtained from the Prado, whose torque is 246 N.M. The specific power of the 2TR-FE installed on the Land Cruiser Prado 120 is 10.98 kg per 1 horsepower. The compression ratio of the engine is 9.6: 1, these compression ratios make it possible to use 92nd gasoline, but it is better to fill in 95th.
The power characteristics of the 2TR-FE give even a heavy SUV enough agility in city traffic, but on the highway, when you need to overtake from a speed of 120 km, the power may not be enough. Timely oil change is extremely important for any internal combustion engine. The 2TR-FE engine is designed for 5w30 synthetic oil, which should be changed every 10,000 km. For 2TR-FE, an oil consumption of 300 ml per 1,000 km is considered the norm. At high engine speeds, the oil goes to waste. The thermal gap in the engine is 0.02 mm.
With proper operation, the engine resource before boring is about 500 - 600 thousand km, but with a run of 250,000 km, replacement of the rings will already be required. That is, by the time the cylinders are bored to the first repair size, the rings are replaced at least once.
On many cars, with a run of 120,000 km, the front crankshaft oil seal begins to leak. The engine block is cast from cast iron and does not have a nickel coating, which increases the resource and trouble-free operation of this engine.
The 2TR-FE engine was installed on such models as:
- Land Cruiser Prado 120, 150;
- Tacoma;
- fortune;
- Hilux, Hilux Surf;
- 4 Runner;
- Innova;
- Hi Ace.
Engine tuning
Tuning SUVs, namely the installation of larger wheels on them, as well as equipment that increases the weight of the car, makes it difficult for the 2TR-FE engine to pull all this mass. Some of the owners install mechanical superchargers (compressors) on the unit, which increase power and torque. Due to the initially low compression ratio, the installation of the compressor will not require intervention in the block and cylinder head 2TR-FE.
The bottom of the 2TR-FE piston is not flat, it has valve grooves, which also reduce the risk of the valve meeting the piston, even if the chain breaks, but with proper operation, the timing chain on the motor serves until the engine is overhauled.
➖ Problematic brake discs
➖ Handling (rolling in turns)
➖ Ergonomics
➖ Color quality
➖ High risk of theft
pros
➕ Roomy trunk
➕ Reliability
➕ Patency
➕ Liquidity
The advantages and disadvantages of the Toyota Land Cruiser Prado 150 2018-2019 are identified based on feedback from real owners. More detailed pros and cons of the Toyota Land Cruiser Prado 150 2.8 diesel, as well as 4.0 and 2.7 with mechanics, automatic and 4x4 all-wheel drive can be found in the stories below:
Owner reviews
Prado 150 is a cozy, affectionate and, most importantly, quite maneuverable car both in the city and off-road. There is no particular noise from the diesel engine, acceleration is acceptable in the city - it is quite enough. In general, the first impressions are positive.
The switches of some auto control functions are inconveniently located, the steering wheel interferes with their review. I would like more information on the car to be displayed on the MFP, the screen seems to be large, but there is little sense. The front and rear cameras quickly get clogged with dirt, especially in bad weather.
Owner drives Toyota Land Cruiser Prado 2.8d (177 HP) AT 2015
Video review
A huge asset of this Toyota Land Cruiser Prado 150 is the suspension honed over the years - you won’t find fault! High passive and active safety.
Believe me, in my organization we use ten Pradiks, all of 2014, for 2 years on all mileage from 50 to 80 t.km. The main DISEASE of this car is the brake discs - over time, when braking, and especially emergency or downhill, they hit the steering wheel very unpleasantly. FOR ALL 10 CARS!
Replacement under warranty is enough for 30,000 km. On one machine, the pump suddenly died, on the other the signal disappeared, on three the batteries died, the cleaner brushes must be changed every weather year, but the price is for the original! Well, the price of maintenance at the official service station is not at all encouraging.
The rear door is quite heavy, so the opening is not vertical, but horizontal, and on all machines it is loose, especially when off-road, play is heard.
Alexey drives Toyota Land Cruiser Prado 2.7 (163 hp) AT 2014
I expected better. Firstly, the engine yells while picking up speed, as much as it lays its ears. Secondly, the luggage compartment was not thought out by the designers - there is nowhere to put even a fire extinguisher, I had to purchase a tool box.
In a car for 2,175,000 rubles, the seat adjustment is worse than the first model Zhiguli, but the steering wheel adjustment is with memory. At a speed of 110 km / h, the hood vibrates, it seems that it is made of foil.
With a run of 14,000 km, something rattled in the suspension and began to strongly give into the steering wheel. The service at the dealer revealed that the stabilization mechanism had failed. The front right parking sensor works when it wants to.
With a cold running engine, a loud knock is heard, whether it is valves knocking or knocking comes from injectors, but when given strong speed for 20 seconds, the knock disappears. For the money, I would not recommend buying this car.
The owner drives a 2013 Toyota Land Cruiser Prado 3.0d (173 hp) automatic.
One big drawback of the Land Cruiser 150, which I learned about just not long ago and which crosses out all the advantages of the car - the body starts to RUST. The car is less than a year old.
According to the OD, this is supposedly a disease of all Toyotas, the Prado has a hood and a fifth door. There is a discussion about this on the Prado forum. I hoped that the car assembled in Japan would be insured against many problems, it turned out that it was not a fact. In a word, disappointed.
Alexander Metelkin, drives a Land Cruiser Prado 3.0d (173 hp) AT 2014
Toyota could not save on a car worth almost two million and put navigation on all modifications - all the same, a jeep, full-fledged on a frame, its purpose is to go to roads outside settlements, somehow even defective!
And the bluetooth sees my Android every time it wants, maybe this is the nature of the machine - for me this is a sign of cheapness! And the clutch disc should not burn on a run of 10,000 for a car of this class. If it burns again, then this is already a clear structural defect!
Ekaterina Melnichuk, drives a Land Cruiser Prado 2.7 (163 HP) MT 2014
Good car for the village. Purely for those who do not want to drive a pickup truck around the village without roads, then the passenger Prado is suitable. Comfort is in it only as a cross-country ability and ergonomics. All! But if you drive around the city, it's not the same. The car rolls, barely rides, and the cabin is noisy, as if there are no glasses inside. In Lada Vesta, it’s quieter and softer.
So the advantages of a car are reliability and patency. Disadvantages: hard, noisy and rolly in corners. In short, purely for the village.
Marat Nurgaliev, review of Toyota Land Cruiser Prado 2.8 diesel automatic 2017
I have a mechanic, the engine is only 2.7 liters, but I am satisfied with the car. Well, yes, it’s not a catapult, but it’s quiet on the highway and holds the road like a ship. On secondary routes of the Moscow, Vladimir and Ivanovo regions it goes without any complaints. The chairs are comfortable, the back does not get tired.
On overtaking - yes, you have to wait longer and think twice, but, on the other hand, is it necessary to hurry? And so, that 90 km / h, that 130 km / h - keeps equally confident. I put reliability and repair on 4-ke, because I don’t know what this repair will cost. Casco took with a franchise, it cost 75 thousand, Osago - more than 20, but with an unlimited number of drivers. Consumption on average 15 liters.
Of the advantages, I also note a spacious interior, a large trunk and acoustics. As for the shortcomings, I would probably prefer to take an automatic, since with mechanics on gasoline and 163 horses per two tons of weight in traffic jams is a chore.
Review of Toyota Land Cruiser Prado 2.7 (163 hp) mechanics 2016
