We overtake Pajero Sport on the Toyota Land Cruiser Prado frame

They are designed for different wallets. The diesel Prado 2.8 (200 hp) only "starts" from 3,563,000 rubles, and Mitsubishi for 3,265,000 without discounts gives such a top version 2.4 Ultimate (181 hp) as a test one. The Toyota that came to us in a comparable "Prestige" configuration is almost a million more expensive.

Such work cannot be called a full-fledged comparative test. Firstly, Prado with an updated 200-horsepower 2.8 turbodiesel (see "Technique") came to me for only ten hours. Secondly, these frame SUVs seem to be no longer competitors. Since they clashed epically on Drive in 2017, Toyota has brought the Fortuner to the Russian market, as well as the Pajero Sport, created on the basis of a pickup truck. Prado is thus formally exempt from duels with comparable sizes, but cheaper Mitsubishi.

Nevertheless, Sport in their conditional group can still be used as a reference car. The preparatory blitz leads to this conclusion: I am assembling Mitzu for the weekend, as well as both Toyota Prado and Fortuner with pre-reform diesel engines. Despite the incredibly tight response of the 180-horsepower engine, the Pajero is the most dynamic in the measurements. It handles clearer even on Yokohama Geolandar A / T tires, which are prone to noticeable drifts. Finally, up to a certain speed, it provides a better ride on bad roads.

The 2017 Prado is more spacious, quieter, and smoother on smooth asphalt. Unfortunately, it is equipped with the KDSS roll-suppression system with hydraulic cylinders in the stabilizer struts, so it handles roughness roughly. The steering wheel is light and empty, it still has the most information ...

The hard and noisy Fortuner allows you to keep a higher speed off-road than the springy Pajero, but it shakes out the soul only in this way. On the ground, in contrast to the stubborn Prado, it demonstrates crazy arrogance. Fortuner also has the most sensitive accelerator in the company and a couple of rudimentary seats in the trunk, equipped with a fifth door servo. The interior design is more fun, but the working position is unbearable. Yes, and a simple transmission with a rigidly connected front end.

It is not surprising that Fortuner found fewer buyers in three quarters of 2020 - 2050, according to AEB, versus 3951 for Pajero. Prado is almost twice as successful: 7,883 units were sold in nine months. The most popular version - 1445 copies - is the 2.8 Prestige. This is also the test machine. With the same notorious KDSS system. More about it - also in "Technique".

Therefore, Mitsubishi, who lingered in the editorial office, seems not at all superfluous at the presentation of the updated 200-horsepower Toyota. It's for context. He also emphasizes the merits of Pradik, and does not allow to miss the shortcomings. What could be clearer, for example, parallel starts? Previously, Prado lagged far behind, but now, at least not much, it is taking the lead. It seems that the increase for a car weighing more than 2.3 tons - 23 hp and 50 N • m - is small, and the result exceeds expectations.

With one driver in the cabin and a full 87-liter tank, Toyota consistently performs on the special roads of the Bronnitsky training ground for 11.1 seconds to a hundred, despite the resistance of the Dunlop Grandtrek AT22 tires. And her best result is 10.7 s versus 11.5 s for Mitsubishi. In our market, the factory acceleration time for Prado is not published. In Germany, where it is simply called Land Cruiser, and the passport power is 204 hp at the same 500 N • m, 9.9 s are declared.

For Pajero in Russia, 12.3 s are declared. On dry land, using only rear-wheel drive, he is capable of this even with three men in the cabin. It's damp right now, and you have to engage 4WD to avoid slipping. Moreover, the lag behind Prado does not begin immediately, but with a long engagement of the second gear after a short (4.85: 1) first. Further, the ranges change more vividly and the gap almost does not grow.

Prado is heavier. But, if the Sport's peak traction is dotted at two and a half thousand rpm, then Toyota's "four" 1GD-FTV produces a maximum torque in the range of 1600-2800 rpm - this is almost a third of the entire working area between idle six hundred and a cut-off at 4300. The LC150 spends less time on shifting, because there are fewer gears in the box: six versus eight for the Pajero. Although Mitsubishi changes them more smoothly, except for the jerk when switching to the second.

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