Igor GUBAR, photo by Victoria ILYINSKAYA
Love nature, traveling, kayaking, biking and other snowboarding? You need an SUV! Or a pickup truck ... Or better off-road vehicle - it's somehow calmer for luggage. No, still a pickup truck - more will come in. Wait a minute, let's figure it out!
In the last couple of years, pickup trucks have become incredibly popular on the Russian market. Moreover, unlike the same America, in our country it is not so much a utilitarian vehicle as a more affordable alternative to the classic SUV. However, it should be noted that before the advent of the Nissan Navara pickups in our country, the most working ones were sold: Mitsubishi L200, Ford Ranger / Mazda B-Series, not to mention Great Wall Deer G3. And here is the famous Japanese manufacturer SUVs brought to the scene a light truck, which is not only equipped as a decent SUV, but also rides no worse, and its body will take half a ton for a sweet soul. The question is, half a ton of what exactly - Navara is positioned not as utility truck, but as a car for people who lead an active lifestyle, who do not shy away from sports, who love picnics, outings, fishing / hunting, picking mushrooms / berries. In addition, they are very original, who do not want to have a boring car, like everyone else. Although what can not be called boring or dull is Pathfinder, which is considered basic for Navara. Moreover, it provides the owner with exactly the same set of options as a pickup truck. Or is it not straight? In fact, what to prefer to a person who, with friends, tents, kayaks and bicycles, goes to the lake a couple of times a year for a week, and almost every weekend just to the forest or fishing. At the same time, he does not necessarily force categorical rivers or storm mountain ranges on a mountain bike at the cost of half a pickup truck. This is an ordinary person, not an extreme athlete, although you can think about them. In short, we collected equipment, took Nissan pickup Navara and SUV Nissan Pathfinder and went to the autumn forest for the final picnic of this season.
AND FRIEND MY TRUCK
A few words about our machines. Introduced a couple of years ago, the Nissan Navara is a classic mid-size SUV from the early 21st century. Our particular example is armed with a 4.0-liter gasoline V-shaped "six" with a capacity of 270 hp. with., 5-speed automatic transmission, all-wheel drive, seven-seat saloon and excellent sound system Infinity. We immediately agreed that, according to legend, four people should ride in each car, that is, we don’t install the third row, and we don’t remove the second, except only partially. By the way, at Pathfinder it develops in a proportion of approximately 40:20:40, and lowering the central part, we get two separate chairs placed on the sides of the sofa. On Navara, the proportions are different - 40:60, while the backs do not recline, but the seat cushions rise, opening up access to the lockers covered with a net. This action makes sense only if you need to shove something not very neat into the cabin that you would not want to put on the sofa, and at the same time not so rude as to throw it into the body. I used to put two kayaks in there when I went to the BBQ meat store. And that's only because our pickup was not equipped with a roof over the cargo compartment. Otherwise, our Navara can be called a typical representative of a young kind of comfortable pickups. An excellent 2.5-liter turbodiesel is mated to a 4-speed automatic transmission and fair part time. The selected package includes air conditioning and a rear cross-axle differential lock. Comfort, dynamics and good handling are standard equipment. Moreover, the dynamic characteristics of the cars differed not strikingly, which cannot be said about fuel consumption. The petrol Pathfinder ate more than half a tank in more than 300 kilometers - about 17 liters per 100 km, and the diesel Navara, without losing a second, - only a quarter, with an indicator of 11 liters per hundred. The commendable lag in performance was aggravated by the fact that the 95th costs noticeably more than diesel fuel: on the day of the test 20.2 and 18.7 rubles per liter, respectively.
MAIN! VIRA!
Let's move on to equipment and loading and unloading. According to legend, we go to the suburbs, about a hundred kilometers from the city, for the whole weekend, to relax in comfort, not forgetting about certain active pastimes. Therefore, the list of necessary items was supplemented with several desired positions. In short, we took two three-person tents, a set of camping furniture with three chairs and a table, a full set of dishes, various kinds of bedding, including voluminous self-inflating mats and winter sleeping bags, two Vyun-K kayaks, fishing rods with spinning rods, a grill, coal, an axe, a machete, a chainsaw, warm and light clothes, a blanket, a bunch of little things and, after some hesitation, a bicycle. And what, maybe someone wants to drive to the village for kefir? When everything collected was thrown out in front of the cars, a decent mountain turned out, the dimensions of which did not promise easy loading and a fair wind. Moreover, according to the idea of the test, the equipment was supposed to be loaded in full first into one car, then into another and calculate the dry residue of what did not fit, rendering a verdict.
In the Pathfinder, moderately long items can be loaded with only the center back of the second row of seats folded down.
BEHIND THE FOG
The road to the camping site passed along a typical route for such a case, adjusted for Moscow. First, in short runs through the whole city, then trampling in suburban traffic jams, fifty kilometers of a narrow highway with road trains and endless villages, a kilometer of a country road, the same number of forest roads, a few directions - and we are in place. The city, the highway and the smooth rolled country road did not reveal a clear leader among our heroes. The off-road car is a little easier to “uphill”, more confidently overtaking outside the city and ahead of the Moscow Ring Road. In a traffic jam, it loses all the advantages in power and dynamism, which is understandable. In the woods, the longer Navara - and its dimensions differ from the SUV only in length - is more difficult to squeeze through the trees. And it also turns out that when driving dynamically over bumps, the front suspension of our loaded heroes no longer holds the blow so confidently. On the Navara less often, but on the Pathfinder it was much more often heard how the levers rudely fall on the bumpers and, without meeting reciprocity, indignantly thump on the travel limiters on the other side. The rear suspensions, especially the spring one of the pickup, look at this fuss silently and haughtily, and yet it is better to move slowly on the roads. The ground clearance of cars within the base is almost the same - 238 and 236 mm for an SUV and a pickup truck, respectively. Both have 254 mm under the front suspension, Pathfinder 235 under the rear, and Navara 230. The differences are insignificant, it is only important to remember that the rear clearance of an SUV will decrease from the load, but not a pickup truck. But the truck has a longer rear overhang! And the tongue turned to call such magnificence a truck ...
TEA WITH BARANKI
Without adventures and without a reduced one, which, by the way, is not childish for both, namely 1: 2.596, we get to the bank of a well-known river near Moscow, and, quickly setting up camp and drinking coffee / tea with bagels, we start kayaking. If you need to pass a couple of hours before the arrival of guests or a plumber, buy a kayak and try to assemble it. Do not forget to take out the patch and read the instructions three times. They say that experienced people - even girls - cope with the assembly in 20 minutes. But it's fascinating in the first place...
We carried most of the equipment to the place in a pickup truck. The body included kayaks, and camping furniture, and two 75-liter backpacks, and a 100-liter trunk, small things like an awning and a hammock, something else, and a bicycle with the front wheel removed. As it turned out later, the wheel could not be removed, but I was afraid to scratch the body and beat the bike on the sides. Dimensions cargo platform Navara are 1510 mm wide and 1560 mm long on the floor according to our measurements, 1488 and 1496 mm respectively along the inner edge of the side. Board height 475 mm. The width between the wheel arches is 1130 mm, and the width of the tailgate opening is 1430 mm. This side, by the way, turns into the most convenient table and at the same time easily withstands a load of 200 kg, verified. A package with a kayak fits into the back of a pickup truck both lengthwise and across. The bike is diagonal, and the wheels have to be pushed under the flanging of the body. The pile is closed at the top with a mesh that clings to standard mounts. These mounts give the Navara a big plus in any evaluation, not just in comparison to SUVs, but also to other pickups. The cargo fixation system is called C-Channel and is a kind of rails to which double hooks are attached, moving along the guides laid along the bottom, along the side and front sides.
When trying to transfer equipment to the Pathfinder, it turned out that kayaks can only be put across, the cargo heap blocks the view, rising to the ceiling, and the bike is completely left on the street and asks for a roof. We didn’t have a special attachment to the rails - in a word, the bike didn’t fit ... However, having thrown out everything that we stuffed there with such difficulty, we folded the central part of the back of the second row of seats and put our miserable bike between the backs of the sofa. The wheel had to be removed, because the height of the bike also did not fit. Some of the light, but not small things had to be simply thrown onto the top of the mountain of equipment. There was nothing to attach the net to, since the eyelets located below the line of windows hid backpacks and sleeping bags.
DON'T WANT TO HOME
The autumn day ended quickly. The kebab was as delicious as ever. The flask with smuggled Georgian cognac was empty in three steps, the tea was cold - it's time to go home. But how you don’t want to leave ... Well, okay, let's shake things up! Our small test demonstrated a certain superiority of the pickup truck over classic SUV in terms of being able to take on more. Who doubted, you say ... Nevertheless, I will continue, if you are not going to carry three kayaks or similar things at once, and you have special roof racks for bicycles and light bulky things, then the pickup will not have advantages. Especially when you consider that a pickup truck with a roof over the body and a pickup truck without it are two big differences. And without a roof, you can’t leave it for a minute, especially in the outback. But here it smacks of long-distance expeditions, where you should not meddle without special preparation of the car. However, this is a topic for another study, but our picnic was a success, and we attached the bike, didn’t leave it, put it in a pickup truck!
Model Nissan Pathfinder in range Japanese brand occupies an intermediate position between full size crossover Murano and legendary SUV Patrol. It has been very popular in our country for many years.
Third Nissan generation The Pathfinder with the factory index R51 was presented to the public in January 2004 at the Detroit Auto Show as a 2005 model. The car was created on the platform of the Navara pickup truck, which debuted a year earlier. Both cars are almost identical in terms of mechanics, and there are only two differences, except for the type of body. This is the design of the rear suspension (in a pickup truck it is dependent spring, and in an SUV it is independent spring) and the implementation of the all-wheel drive system - in Navara front axle the driver himself connects, while the Pathfinder can automatically connect - using electronics.
The third generation Nissan Pathfinder has become very popular in our market due to its good off-road potential, large size and reasonable price. Already the basic version of XE has rich equipment- a complete set of airbags, including side inflatable "curtains", ABS with a system dynamic stabilization and traction control, dual-zone climate control, headlight washers, on-board computer, radio with the ability to play CDs and alloy wheel disks.
The intermediate version of the SE is also equipped with an anti-theft system, rain and light sensors, the driver's seat is height adjustable, roof rails are mounted on the roof, and the rear windows are factory tinted. Starting with this configuration, a 7-seater version is available due to the additional, third row of seats. Finally, in maximum configuration LE standard equipment is also automatic transmission, side steps, power sunroof, bi-xenon headlights, leather interior, keyless entry and start system, stereo more high class with the ability to connect a phone via Bluetooth and color multifunction display, where the image from the rear view camera is displayed.
Motor line
The most common version of the Nissan Pathfinder on secondary market according to company experts Major Expert, is a modification with a diesel engine with a working volume of 2.5 liters and a 5-band "automatic". However, the range of engines for the life of the model on the assembly line has never been wide. At the start of sales, in addition to the mentioned four-cylinder turbodiesel, a 4-liter Gas engine V6 with 269 hp This power unit, factory indexed VQ40DE, is a long-stroke version of the 3.5-liter VQ35DE engine that was installed in the Nissan Murano and Infiniti FX35. In addition to immodest "appetite" this engine model is known for the problem with catalytic converters. exhaust gases. Sometimes they are destroyed, particles of ceramics are sucked into the engine through the exhaust gas recirculation system, as a result - scuffing of cylinder mirrors, a drop in compression, even more oil burnout, burning it out on the catalyst cells, melting and destruction of new cells, and so on.
Dealers of the brand officially call the gas station the reason low-quality gasoline, although, most likely, the matter is in the engine ECU firmware. The program is too tolerant of misfires and does not properly correct the composition of the mixture, which causes overheating of the converters. Carrying out diagnostics upon purchase, it is necessary to determine the degree of destruction of the converters by the signals from the upper and lower oxygen sensors. If everything is bad, prepare 3 thousand dollars to replace the converters. Unofficial services offer to remove the filling and then flash the engine control unit, which will be much cheaper.
In 2010, Pathfinder underwent modernization, after which the gasoline engine disappeared from the range of engines, and another turbodiesel took its place - a 3-liter V6 with a capacity of 231 hp. Perhaps this is the most successful power unit - all claims against it come down to a jammed EGR valve with a mileage of 50,80 thousand km and pipes that “mist” due to the appearance of microcracks that connect the turbine to the intercooler (with the same mileage).
However, both defects are also found on the 2.5-liter diesel engine, the power of which, after the modernization of 2010, increased to 190 hp. But he has an Achilles heel - a cylinder head, where, with a run of about 150 thousand km, cracks appear due to long work under heavy load. The cost of a new cylinder head in the official service center is about 2 thousand dollars, but it can be found in online stores for half the price. However, you still have to pay another thousand dollars for the replacement work.
Upgraded 190 hp engine. received a slightly modified cylinder head and turbocharger with electronic system management, which caused another headache. Owners complain that periodically the motor stops pulling spontaneously. When dealing with a problem, official services calibrate the turbine and flash the control unit, if this does not help, they change the turbocharger. In fact, the cause of the malfunction lies in the turbine control unit - it is worth finding a "craftsman" how the problem will be solved after cleaning and soldering the contacts in the unit.
If the owner of the Pathfinder wanted to control the gearshift process himself, then his choice was limited to a 2.5-liter turbodiesel - only this engine was equipped with a 6-speed "mechanics". There are no complaints about it, but the clutch can withstand no more than 100 thousand kilometers, and it is not cheap - a little over 1 thousand dollars, and a non-original kit will not cost much less. There are no complaints about the 7-band “automatic” installed after 2010, but with its 5-band predecessor, you need to keep your eyes open. If slippage is detected, it is worth visiting a technical center as soon as possible. Due to the destruction of the partition in the radiator separating the cooling circuits of the engine and automatic transmission, working fluid transmission is mixed with antifreeze. If you notice the problem in time, you can get away with just washing the box, otherwise you will need to replace the clutches and the valve body (about 2 thousand dollars at the official service). The radiator costs several times cheaper, the price of a new one is about $500. Sometimes the source of problems with the automatic transmission is a design defect - the front bumper lining mounting bolt frays the gearbox oil cooling pipe.
Requires affection and lubrication
Chassis provides a 2-ton car with good handling, and its passengers the proper level of comfort, but you have to pay for it. The wheel bearings, especially the front ones, are the first to fail, followed by the ball bearings. Unfortunately, as is customary in modern cars, only the replacement of the assembly is provided - the bearings are changed together with the hub (the original one costs about $ 600, the analogue is half the price). well and ball joint can only be replaced with a suspension arm costing $200-$250 each (excluding upper arm front suspension, which for some reason is half the price of the others).
In general, a good car, unfortunately, is replete with a bunch of small but unpleasant flaws. Among the main claims low quality materials used in interior decoration. Already by a run of 40 thousand km, the seats and steering wheel begin to “peel off”, the chrome coating of the exterior design elements swells, small fasteners “stick” tightly: before unscrewing any nut M12 or smaller in size, it must be properly treated with penetrating lubricant. Rotting air conditioning pipes going to back row seats. To replace them, it is necessary to partially disconnect the frame, which is not cheap, and therefore many owners simply “jam” this circuit, so when buying, you need to check whether cold air to the rear passengers. Also, the wiring harnesses laid under the bottom rot, which leads to incorrect ABS operation and all-wheel drive systems. Water accumulates under the mat of the front passenger seat due to the unsuccessful placement of the air conditioner condensate drain pipe, and in order to get rid of the puddle, the condensate drain pipe is lengthened or shifted in a cunning way.
Author Alexey Khresin, columnist for Avtopanorama magazine Edition Autopanorama №5 2016 Photo Kirill Keilin 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) 5AT, price 1,521,200 rubles.
Toyota Hilux
3.0 (171 hp) 5AT, price 1,642,500 rubles.
Toyota Land Cruiser Prado
3.0 (173 hp) 5AT, price 2,336,500 rubles.
The "superpowers" of Toyota and Nissan seem like indestructible fortresses. But would you know what intrigues and conspiracies are weaving behind the walls of these symbols of power! Today, pickups are popular, and some of them are ready to kill fellow SUVs for every extra customer. To resolve the dispute (both between clans and internal "disagreements"), we have assembled four diesel representatives of glorious families. Let's let them blow off steam!
This test is unique to our journal. Regular readers are well aware of the comparative materials in which three classmate models appear. Contrary to the established tradition, we took two station wagons and a pickup truck. Pathfinder and Navara are sold on the domestic market, which are structurally similar, but have different types of bodies, rear suspensions and are “close” to each other in price. In the database, they cost 1,362,500 and 1,149,450 rubles. respectively. For a "pathfinder" with a powerful three-liter diesel engine, you will have to pay almost 2 million rubles. The duel between pickups and SUVs is one of the intrigues of our test, which means that Navara with a standard 2.5-liter engine will have to resist just such a monster as the Pathfinder. But the Nissan truck, according to the declared parameters, is not a miss! Does a modern, well-equipped pickup truck for outdoor activities have a sufficient set of consumer and driving characteristics that make it necessary to abandon the SUV? Between Land Cruiser Prado and Hilux there is an image and price abyss. The cost of LC 3.0 is from 1,928,000 rubles. A pickup with a similar engine will cost half a million cheaper. Perhaps, in the absence of 4Runner on the Russian market, the pickup truck has a chance to become a more affordable alternative to the “cruiser”? And if you compare trucks, and then SUVs? During the test, we will try to answer these and other questions. And no "team performances" like Toyota against Nissan! Every man for himself!
The battle of pickups turned out to be fair. Both are framed. They have identical all-wheel drive schemes: Part-time and downshift. Suspension types too - independent springs in front, dependent springs in the back. Dimensions and weight are similar. The equipment includes systems exchange rate stability. 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 appearance was updated, and the four-cylinder turbodiesel began to produce 190 hp. instead of 174 hp The seventh generation of Hilux has been produced for as long as Nissan, but he just got to us and was more interested in the familiar "rich" dude.
Two perspectives on modernity
_Pathfinder_Navara_Hilux_LCPrado_Page_04_Image_0005.jpg)
“Guys, are you sure that it’s new and we didn’t slip a pickup truck of the last generation?” - badly joked a colleague. Against the backdrop of the bold, aggressive Navara, the black truck really looked ... let's say, less modern and emotional. "Exactly" and without frills. And the interior design at first seemed a complete disappointment. It looks like the interior was designed in the 90s. Or maybe its creators were not aware of the current design trends, that there is a separate climate control, and competitors already have a multimedia monitor on the center console? Most of all, we were surprised by the ultra-cheap finishing materials and the inconsistency in appearance"music", on-board computer and climate control unit. These elements seemed to be taken from different models: 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 you duck, but the “rag” front seats with good “friction” properties and a good shape are quite comfortable. The Toyota seat is at a “human” height without appropriate adjustment (in pickups, the seat cushion is often located almost on the floor), and the steering wheel, on the contrary, is too low and is adjusted only by tilt in a very small range. There is almost expanse on the back sofa: even if there are no handles on the racks that make it easier to get on and off, as in Navara, the pillow is placed at the optimal height, so you don’t have to sit with your knees bent. And the sofa, ready to welcome even three, is pleasant. Forward visibility did not cause any complaints, but driving in reverse in a car with a tinted kung is below average pleasure. Hefty "burdocks" of rear-view mirrors are a good help, but the Hilux could use parking sensors. The instrument reads perfectly.
Against the background of Toyota, its rival from the Nissan camp is just a stuffed luxury SUV. The driver and passenger are provided with separate climate control, a navigation system, and a rear-view camera. The interior and exterior design is fifteen years younger than Toyota's. Finishing materials are inexpensive, but better than Haylaks. The front seat cushions are longer and can be adjusted in height. But Nissan's ergonomics are not without flaws. For example, I didn’t like the radio control buttons, “scattered” on opposite sides of the “beard”. The A-pillars are very wide at the base, which impairs visibility for short drivers. The chair is unusual, with a cushion moving up and down separately from the back, and its profile is hardly more successful than Toyota's. Our measurements showed that the interior of the Navara is wider than that of the simpleton Hilux. In reality, the feeling is the opposite. This is due to the massive "vice" of the door panels. In terms of legroom on the second row, Navara wins, but outright loses in terms of the convenience of the seat itself: it is placed lower, the pillow is shorter, and the shape is simpler, “flatter”.
The cargo platform of the blue track is longer and wider than that of the Hilux. He also leads in the declared load capacity of 805 kg. Well, Toyota is able to take a weight equal to 710 kg.
Toyota Hilux
_Pathfinder_Navara_Hilux_LCPrado_Page_04_Image_0001.jpg)
power unit Toyota Hilux is located in front longitudinally. A simple symmetrical differential (D) is placed in the front axle. The rear axle of the version with automatic transmission (as on the test sample) also has a free symmetrical differential (D). On versions with a five-speed mechanical box a symmetrical self-locking differential (SSD) is installed in the rear axle.
AT transfer box the differential is not provided, the front axle is connected rigidly. For other test participants, the transfer case is controlled by a servo drive, in Hilux - by a lever located on the central tunnel, above the automatic transmission selector. In H2 mode, only the rear wheels are driven; in H4 mode, the front wheels are connected. Through neutral position you can also turn on the L4 mode - a downshift (PP) is activated in the transfer case. You can improve the off-road properties of the car by turning off the Dynamic Stability Control (VSC) system - a key with the inscription "OFF" and a characteristic icon is located on the central panel. VSC are equipped with Hilux versions with automatic transmission.
Armored car and SUV
_Pathfinder_Navara_Hilux_LCPrado_Page_08_Image_0006.jpg)
Not otherwise in a past life, the black Pathfinder was a real tank. Angular, uncompromising, and even trying to look like a coupe disguised as racks door handles. Friendly, almost devoid of external aggression, the Land Cruiser Prado is its antipode. Here are just a calm "muzzle" and the easily recognizable silhouette of Toyota have on the participants traffic a stronger psychological impact than the assertive chrome front and faceted "eyes" of the Pathfinder armored car. Respect! And there is a reason. Permanent four-wheel drive, reduction gear, inter-axle and rear inter-wheel differential locks, rear air suspension, which allows you to change the ground clearance. Prado has been on our tests more than once, and every time this car never ceased to amaze. It can hardly be called beautiful, but the appearance of the "Japanese" is full of nobility, calmness and confidence, which are transmitted to the driver. The massive “rectangle” of the center console, from the bottom of which the rear and center differential lock keys are lined up, and a real steering wheel with a thick rim, trimmed with leather and wood, give a feeling of impenetrability and invincibility. The SUV does not give reasons to doubt itself: there are no barriers for us! In the interior decoration, solid materials are used, and the build quality is excellent. Whether among duelists "Germans" with meticulously adjusted ergonomics or Land Rover Discovery, small shortcomings of LC would appear more appreciable. But, no matter how hard we tried, none of the four of us, who are of average height and “standard” dimensions, found serious reasons for resentment against the Toyota workers who “sculpted” the driver’s workplace. You don’t have to be tall to appreciate the high doorway and a lot of “air” in the cabin. Only at Prado, the steering wheel is also adjusted for reach, and by means of an electric drive. It is a sin to complain about the lack of space and the convenience of landing, whether it be front seats or a rear sofa. The advantage of Prado is also in the third row of seats and in the trunk.
LC Prado is an old-timer of the Russian SUV market, the current 150 series has been produced since 2009. The third generation Pathfinder (R51) is the same age as the Navara, but its "inner world" is still fresh and does not look outdated. Stylistically, it almost copies the bowels of Navarovo: here is the same massive center console with a scattering of buttons, topped with a multimedia monitor. The digitization of the speedometer is similar in different sizes, which worsens the convenience of reading the readings. If we compare the station wagon with a fellow truck, then the driver’s landing is lower, and the claims are similar. The left hand has to be placed on the windowsill, as the elbow rests on the door. The center armrest is shifted back, which may not appeal to short people. Sitting in the back is not as comfortable as in the LC Prado, due to the chair, which “presses” on the middle of the back and does not have normal lumbar support. The third row, as in Prado, is here. But overall, the Pathfinder's cabin exudes a fighting spirit and leaves a pleasant impression. The off-road arsenal is poorer than Toyota's and includes an on-demand all-wheel drive system and a lowering system. There are no forced locks, but their function is performed by electronic imitation.
Nissan Pathfinder
_Pathfinder_Navara_Hilux_LCPrado_Page_08_Image_0001.jpg)
The Pathfinder power unit is placed longitudinally in front. The bridges are equipped with simple symmetrical differentials (D). There is no center differential in the transfer case. The driver can select transmission modes using the selector located on the central panel. In Auto mode, the torque-on-demand (T) system operates when, when driving on a flat dry road at a constant speed, only the rear wheels are driven, but if one of them starts to slip, a multi-plate friction clutch comes into action, the executive element of which is electromagnet, and part of the thrust is transmitted to the front axle. In the 4H mode, the clutch is almost completely locked, and the distribution of torque between the axles depends on the conditions for the adhesion of the wheels to the road.
But when a downshift (PP) is activated, the moment in the transfer case to the front axle is transmitted bypassing the clutch, which increases the off-road properties of the machine. The manufacturer recommends using both last modes only on bad roads and only when driving at speeds up to 50 km / h.
Trucks go to battle
_Pathfinder_Navara_Hilux_LCPrado_Page_06_Image_0007.jpg)
Of the pickups, the louder rattling of weapons is obtained from Navara: 190 hp. and 450 Nm - a serious bid for leadership in the sprint. Toyota, whose engine is half a liter larger, develops "only" 171 hp. and 360 Nm. The difference in the claimed acceleration figures to 100 km / h is almost a second, although for a truck this is not an eternity. The Hilux's assertive acceleration, accompanied by a slightly strained growl, exceeds all expectations. According to my feelings, the black truck with the “booth” is even more nimble than expected from it!
It is not easy to choose a clear leader in driving sensations. In terms of smoothness, the harsh Nissan is noticeably worse than Toyota. And if large potholes near Moscow come across under the wheels, then you immediately want to slow down: the suspension is noisy, the car shudders. It's a shame, because thanks to the "ammunition" it is able to maintain a relatively high speed on a broken road. In a straight line, the Navara suffers more from rutting and bumps, keeping the driver under more stress and forcing them to steer. In a turn, she can test your nerves for a fortress, rearranging on potholes. During the test, we even had an assumption: not everything is safe with the Navara suspension. Probably, the above features are characteristic of a particular instance. But there are also enough positives: the suspension does not penetrate, on good coverage the acoustic comfort is no worse than in the Hilux, the steering wheel is quite accurate and informative, and the brakes with a well-tuned drive slow down a two-ton truck with almost easy efficiency.
Even an empty Toyota impressed me with high, not at all “spring” softness and comfort, better stability on a straight line. In turn, the situation is ambiguous. On the one hand, the car feels slightly inert, on the other hand, it behaves decently and stably for its weight and size parameters. The brakes are decent, but less grippy than Nissan's. Calculating the deceleration is a little more difficult - you have to put more pressure on the pedal and, just in case, keep a large distance from the car in front. I was pleased with the fuel consumption corresponding to the declared “mixed” 9.0 liters, and the slight jerks-jerks when shifting gears upset me.
The Duelists are similar in length, while the Navara is wider than the Toyota. However, during the moose test, the Hilux seems to increase in size. Behind the wheel, he follows quite accurately, but leaves a feeling of a kind of barge. Nissan is sharper and more nimble when avoiding obstacles. Summing up the driving asphalt part, we can safely say that both cars have sufficient dynamics and controllability adequate for trucks. If by driving we mean a speed that is comfortable for the driver, giving confidence and a sense of control, then our heroes even surpass some cars in this parameter.
Nissan Navara
_Pathfinder_Navara_Hilux_LCPrado_Page_06_Image_0003.jpg)
The Navara power unit is placed longitudinally in front. The bridges are equipped with simple symmetrical differentials (D). To improve the vehicle's off-road properties, the driver can lock (P) the rear axle differential. The corresponding key of the electromechanical drive is located on the central panel to the left of the steering column. The transfer case does not have a center differential.
To select the transmission operating modes, a selector located on the central panel is used, it has the following positions: 2WD - only the rear wheels are driving, 4H - the front wheels are connected, 4LO - downshift is activated in the transfer case. The driver can turn off the dynamic stability control system - the corresponding key is located on the central panel.
Do not forget that the Navara front axle is connected hard. Therefore, the manufacturer draws the attention of motorists to the fact that long-term movement on good roads using one of the all-wheel drive modes can lead to a breakdown of one of the transmission elements.
Fire and ice
_Pathfinder_Navara_Hilux_LCPrado_Page_10_Image_0007.jpg)
“A little slower, horses, a little slower…” - wasn't Vysotsky singing about Pathfinder? Three-liter turbodiesel about 231 hp and 550 Nm is not located to joke! The manufacturer promises that acceleration to 100 km / h is possible in 8.9 s. In fact, it seems to be even faster. The nature of the motor is not diesel at all. This applies to both resourcefulness and a fairly quiet “voice”, almost devoid of characteristic grunting and rattling. Fuel is added to the fire by a seven-speed automatic, which works clearly, but very diligently. Any slightest push on the gas causes the tachometer needle to jump to 3000 rpm, although peak torque is already available at 1750 rpm. It remains a mystery to us why a diesel engine typically needs a gasoline automatic transmission setting. Controllability of the car with independent rear suspension did not create a perfect impression. Although the comfort level is quite high, the straight-line ride is not as stable as the Navara. I thought it was a fantasy, but no - this was also noted by colleagues. Having driven a “hot” SUV, I realized who might like it. This is a relatively young man who is fond of extreme sports, striving to get adrenaline every day. I, apparently, am already a little old in soul, so in Prado I was unlike more comfortable and calmer. The comfort on board the Toyota is extraordinary; it has almost no equal in its ability to hide speed. I noticed more than once what driving Prado approaching the turn on too high speed simply because I don’t feel the real pace. In terms of brakes, the SUV lost to Pathfinder: the pedal has more free play and deceleration is not so confident. Otherwise, I liked the car the same as the Hilux - balance! For example, it does not overload the steering wheel with unnecessary information, as Nissan does, but it is controlled clearly and predictably. When performing moose Prado test rolls more strongly, but willingly goes “behind the wheel”, and Pathfinder with a fully independent suspension is good at all! Ride on a bumpy road is higher for Prado thanks to shock absorbers with adjustable stiffness (the help of the “comfort” mode is especially noticeable on a country road) and rear air suspension.
Toyota Land Cruiser Prado
_Pathfinder_Navara_Hilux_LCPrado_Page_10_Image_0001.jpg)
The power unit of the SUV is located in front longitudinally. Simple symmetrical differentials (D) are installed in the front and rear axles. In addition, the Land Cruiser Prado is the only test participant that has a center differential in the transfer case. This provides him with better handling when driving on a good road. center differential Prado is an asymmetric self-locking mechanism of the Torsen type (NSD). On its own, it cannot completely block, so the engineers have provided for the possibility of its forced complete blocking, as well as blocking the rear axle differential. Two corresponding keys with characteristic icons are located on the central panel. Next to them is a downshift switch (PP) in the transfer case. It has two positions - H4 and L4. Also at the disposal of the driver is the function of deactivating the system of dynamic stability control (VSC). Its key is located on the central panel to the right of the steering column. Here are the keys for adjusting the ride height and the stiffness of the shock absorbers.
different schools
_Pathfinder_Navara_Hilux_LCPrado_Page_14_Image_0001.jpg)
Inspection of the bottom of the pickup trucks showed once again how different the representatives of the two Japanese clans are. Toyota has practically no obvious weaknesses, except perhaps brake pipes, located on the side of the frame, can be “uprooted” by a log that has jumped out from under the wheel or damaged by a boulder. The engine crankcase is covered with a metal sheet, and the transfer case also has a small and “short” protection against stones. The plastic casing is responsible for the safety of the tank. Clearances are higher than Nissan's, and approach, exit and ramp angles are larger. The latter, by the way, could be even better if it were not for the stupid thresholds-steps. Suspension travel before hanging - and that one is a little better than Navarov's. With the front axle connected, Toyota does a good job of kneading the dirt. It is possible that a forced blocking may be useful to her. rear differential, but the three-liter version does not have this useful device. But in general, the Hilux design inspires great confidence.
There were more reasons for nit-picking the dense bottom of the Navara. There is no protection for the engine crankcase pan, automatic transmission crankcase, not very high hanging transfer case and gas tank. The most low point- bending of the exhaust system. The embarrassment was caused by the fins of the rear axle housing, which is easy to damage. Rope problems may occur. hand brake, 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 for “one or two”. The front stabilizer struts are located low.
Who is more "real"?
The payment for the asphalt enthusiasm Pathfinder was the geometric cross. Most of the gaps, and even the corners (with the exception of the ramp) are similar to those of Toyota. Things are sadder with the shoulder area at the rear wheels. Where the Prado bridge beam will let a stump pass under it, Nissan's low-lying levers will stumble upon it. Prado has protected engine, transfer case and fuel tank. His opponent can only boast of a covered steering mechanism. Both cars have weaknesses, but when comparing them, it becomes clear that the bottom of the Pathfinder is worse prepared for off-road. How do you like, for example, the oil line, suitable for the engine at the very bottom, which can be torn off at the very first “planting” of the car? The fuel pipes are fixed on the frame and under certain conditions are “vulnerable”, the stabilizer is placed low, in front of the gearbox itself, and as if waiting for a meeting with a snag. The Prado has slightly vulnerable air bellows and brake pipes near the frame, and a low-hanging tank can be “leaned” against a complex bend in the terrain. Articulation measurements only confirmed Toyota's victory with its half-meter suspension travel.
Is the Nissan Pathfinder a Bad SUV? We do not endorse this in any way. Simply, getting out on it in a field or forest, where there are a lot of stones with “boards”, and the terrain can insidiously “sag”, you should remember about the design of the car.
Being determines choice
_Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0005.jpg)
Toyota Land Cruiser Prado is an excellent balance between comfort on asphalt and all-round capability. The bar set by this ATV is high in many disciplines, and only a small number of vehicles 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 decides to purchase a Toyota pickup truck, a hard worker with much more meager off-road potential and simple equipment, will buy younger brother"two hundred" and vice versa.
Comparing the Land Cruiser Prado directly with the Pathfinder 3.0 is probably not entirely correct either. Nissan's brainchild is very peculiar. Enjoying equanimity and "adulthood" Toyota may not appreciate the youth fuse of Nissan. But still? If you often drive around the city and the highway, diluting the dynamic “backache” on the asphalt with forays into simple off-road, then the “pathfinder” from Nissan will be to your liking. If you plan to get out on a harder 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 ride are not embarrassing, then the Navara will become a true and more accessible friend. And finally, the most interesting: Navara or Hilux? Almost a “Chinese” interior, the worst ergonomics among test cars, cost from 1.4 million rubles, version with a 3.0-liter engine and automatic transmission, but at the same time cost-effectiveness, balance, good level acoustic and driving comfort - all this is "high luxury". Oddly enough, my personal choice was the black truck. I am ready to endure all the listed shortcomings, since they are more than compensated for by the unsurpassed legendary survivability. No wonder people joke: "After a nuclear war, only cockroaches and Hylaxes will survive."
_Pathfinder_Navara_Hilux_LCPrado_Page_11_Image_0001.jpg)
| Toyota Hilux | Nissan Navara | |||
|---|---|---|---|---|
| C | 220 | 220 | ||
| 220 | 220 | |||
| 230 | 225 | |||
| 325 | 315 | |||
| D | 305 | 255 | ||
| 375 | 275 | |||
| 330 | 275 | |||
| B1 | Cabin width in front, mm | 1365 | 1435 | |
| B2 | Rear cabin width, mm | 1360 | 1400 | |
| B3 | Load platform width min./max., mm | 1010/1450 | 1120/1495 | |
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, rear seat pushed all the way back
_Pathfinder_Navara_Hilux_LCPrado_Page_11_Image_0007.jpg)
| The results of geometric and weight measurements made by editorial experts in the conditions of an auto-polygon | ||||
|---|---|---|---|---|
| Nissan Pathfinder | Toyota LC Prado | |||
| C | Clearance under the front axle in the center, mm | 220 | 200 (205)*** | |
| Clearance under the front axle in the shoulder area, mm | 225 | 225 (220)*** | ||
| Clearance under rear axle in the center, mm | 240 | 230 (230)*** | ||
| Clearance under the rear axle in the shoulder area, mm | 180 | 320 (320)*** | ||
| D | Minimum clearance inside the base, mm | 265 | 225 (235)*** | |
| Clearance under the frame or side member, mm | 265 | 310 (325)*** | ||
| Clearance under the fuel tank, mm | 265 | 245 (260)*** | ||
| B1 | Cabin width in front, mm | 1435 | 1480 | |
| B2 | Rear cabin width, mm | 1400 | 1440 | |
| V | Useful trunk volume (5 pers.), l | 488 | 444 | |
*R point (hip joint) to accelerator pedal
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, the rear seat is shifted all the way back
*** Data in brackets for maximum position air suspension
| Specifications 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 |
| Wheel base, mm | 3085 | 3200 | 2853 | 2790 |
| Track front / rear, mm | 1540/1540 | 1570/1570 | 1570/1570 | 1585/1585 |
| Curb / full weight, kg | 2050/2760 | 2000/2805 | 2210/2980 | 2475/2990 |
| Maximum speed, km/h | 175 | 178 | 200 | 175 |
| Acceleration 0–100 km/h, s | 11,6 | 10,7 | 8,9 | 11,7 |
| Turning diameter, m | 12,4 | 13,3 | 11,9 | 11,6 |
| FUEL CONSUMPTION | ||||
| City cycle, l/100 km | 11,7 | 11,5 | 12,4 | 10,4 |
| Country cycle, l/100 km | 7,3 | 7,6 | 7,7 | 6,7 |
| Combined cycle, l/100 km | 8,9 | 9,0 | 9,5 | 8,1 |
| Fuel/volume fuel tank, l | Dt/80 | Dt/80 | Dt/80 | Dt/87 |
| ENGINE | ||||
| engine's type | Diesel | Diesel | Diesel | Diesel |
| Location and number of cylinders | P4 | P4 | V6 | P4 |
| Working volume, cm 3 | 2982 | 2488 | 2991 | 2982 |
| Power, kW / hp | 171/126 | 190/140 | 231/170 | 173/127 |
| at rpm | 3600 | 4000 | 3750 | 3400 |
| Torque, Nm | 360 | 450 | 550 | 410 |
| at rpm | 1400–3200 | 2000 | 1750 | 1600–2800 |
| TRANSMISSION | ||||
| Transmission | AKP5 | AKP5 | AKP7 | AKP5 |
| Downshift | 2,566 | 2,630 | 2,680 | 2,570 |
| CHASSIS | ||||
| Front suspension | independent, spring | independent, spring | independent, spring | independent, spring |
| rear suspension | Dependent, spring | Dependent, spring | independent, spring | Dependent pneumatic |
| Steering gear | screw nut | Rack | Rack | Rack |
| Brakes Front | Disc ventilated | Disc ventilated | Disc ventilated | Disc ventilated |
| Brakes Rear | drums | drums | Disc ventilated | Disc ventilated |
| Active Safety Tools | ABS+EBD+BAS+VSC | ABS+ESP+EBD+Brake Assist | ABS+EBD+Brake Assist+ESP+TCS+HSC+HDC | ABS+EBD+BAS+A-TRC+VSC+DAC+AVS+AHC+KDSS+Crawl Control |
| Tire size* | 265/65R17 (30.6")* | 255/65R17 (30.1")* | 255/60R18 (30.0")* | 265/60R18 (30.5")* |
| MAINTENANCE COSTS | ||||
| Estimated costs for the year and 20 thousand km, rub. | 217 238 | 206 900 | 225 015 | 236 018 |
| The calculation takes into account | ||||
| The cost of the CASCO policy (experience from 7 years) **, rub. | 132 500 | 125 750 | 141 290 | 147 840 |
| Road tax in Moscow, rub. | 6498 | 8550 | 17 325 | 6498 |
| Base cost of maintenance***, rub. | 27 150 | 21 700 | 12 650 | 34 670 |
| We are standing. first oil change***, rub. | 5700 | 5000 | 5300 | 5700 |
| Frequency of maintenance, thousand km | 10 | 10 | 20 | 10 |
| Fuel costs for mixed cycle, rub. | 45 390 | 45 900 | 48 450 | 41 310 |
| WARRANTY TERMS | ||||
| Duration of the guarantee, years/thous. km | 3/100 | 3/100 | 3/100 | 3/100 |
| CAR COST | ||||
| Test equipment ****, rub. | 1 642 500 | 1 521 200 | 2 218 000 | 2 336 500 |
| Basic equipment****, rub. | 985 000 | 1 149 450 | 1 362 500 | 1 699 000 |
**Averaging based on data from two large insurance companies
***Including consumables
****At the time of preparation of the material, taking into account current discounts
| Expert assessments according to the results of tests of pickups | |||||
|---|---|---|---|---|---|
| Index | Max. score | Toyota Hilux | Nissan Navara | ||
| Body | 25,0 | 14,9 | 17,3 | ||
| Driver's seat | 9,0 | 5,1 | 6,7 | ||
| Seat behind the driver | 7,0 | 5,4 | 6,0 | ||
| Trunk | 5,0 | 2,9 | 3,1 | ||
| Security | 4,0 | 1,5 | 1,5 | ||
| Ergonomics and comfort | 25,0 | 17,1 | 20,3 | ||
| Governing bodies | 5,0 | 4,1 | 4,2 | ||
| Devices | 5,0 | 3,8 | 4,6 | ||
| Climate control | 4,0 | 2,3 | 2,8 | ||
| Interior materials | 1,0 | 0,4 | 0,8 | ||
| Light and visibility | 5,0 | 4,1 | 4,1 | ||
| Options | 5,0 | 2,4 | 3,8 | ||
| Off-road qualities | 20,0 | 15,0 | 14,4 | ||
| gaps | 4,0 | 3,3 | 3,3 | ||
| corners | 5,0 | 2,1 | 2,1 | ||
| Articulation | 3,0 | 2,6 | 2,3 | ||
| Transmission | 4,0 | 3,3 | 3,4 | ||
| Security | 2,0 | 1,9 | 1,5 | ||
| wheels | 2,0 | 1,8 | 1,8 | ||
| Expeditionary qualities | 20,0 | 15,7 | 16,2 | ||
| Controllability | 3,0 | 2,1 | 2,3 | ||
| Driving comfort | 3,0 | 2,3 | 2,2 | ||
| Accelerating dynamics | 3,0 | 2,6 | 2,7 | ||
| 3,0 | 2,8 | 2,8 | |||
| Highway range | 2,0 | 2,0 | 2,0 | ||
| load capacity | 2,0 | 1,5 | 1,6 | ||
| Length unfolded. trunk | 19,1 | 19,3 | |||
| Driver's seat | 9,0 | 6,1 | 6,8 | ||
| Seat behind the driver | 7,0 | 6,5 | 6,3 | ||
| Trunk | 5,0 | 3,5 | 3,2 | ||
| Security | 4,0 | 3,0 | 3,0 | ||
| Ergonomics and comfort | 25,0 | 22,3 | 23,3 | ||
| Governing bodies | 5,0 | 4,4 | 4,4 | ||
| Devices | 5,0 | 4,7 | 4,8 | ||
| Climate control | 4,0 | 4,0 | 4,0 | ||
| Interior materials | 1,0 | 0,8 | 0,9 | ||
| Light and visibility | 5,0 | 4,4 | 4,7 | ||
| Options | 5,0 | 4,0 | 4,5 | ||
| Off-road qualities | 20,0 | 14,2 | 16,7 | ||
| gaps | 4,0 | 2,6 | 3,1 | ||
| corners | 5,0 | 2,5 | 3,1 | ||
| Articulation | 3,0 | 2,3 | 2,7 | ||
| Transmission | 4,0 | 3,5 | 4,0 | ||
| Security | 2,0 | 1,6 | 2,0 | ||
| wheels | 2,0 | 1,7 | 1,8 | ||
| Expeditionary qualities | 20,0 | 18,6 | 18,3 | ||
| Controllability | 3,0 | 2,5 | 2,5 | ||
| Driving comfort | 3,0 | 2,7 | 2,9 | ||
| Accelerating dynamics | 3,0 | 3,0 | 2,6 | ||
| Fuel consumption (combined) | 3,0 | 2,7 | 3,0 | ||
| Highway range | 2,0 | 2,0 | 2,0 | ||
| load capacity | 2,0 | 2,0 | 1,5 | ||
| Length unfolded. trunk | 2,0 | 1,7 | 1,8 | ||
| Spare wheel | 2,0 | 2,0 | 2,0 | _Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0004.jpg) | _Pathfinder_Navara_Hilux_LCPrado_Page_16_Image_0003.jpg) |
| pros | High level of driving comfort for a pickup truck, good fuel economy, legendary reliability | Good handling, decent dynamics, excellent level of equipment | Powerful diesel engine, modern seven-speed automatic, decent level of comfort | Comfort on almost any type of surface, extensive off-road arsenal, spacious salon, interior quality | |
| Minuses | Archaic interior design, imperfect ergonomics, high price | Very weak security of the main components and assemblies from below. Not the most ideal ride | High fuel consumption, jittery transmission, not the most off-road transmission and not the best off-road preparation | Relatively high cost and very expensive operation. Brakes could be better | |
| Verdict | One of the true classic pickups that performs very well on different types of surfaces. | Pickup for outdoor activities, able to outdo driving performance some cars | SUV like it active drivers and fans of outings into nature. Most importantly, without fanaticism! | An outstanding, harmonious car that gives confidence both on asphalt and in terrain where there are no roads | |
photo: Roman TARASENKO
