Test drive Mitsubishi Pajero (Montero, Shogun) LWB 2003 - 2006 SUV
Electronic paradise
In the TVs of Sony and Panasonic, the filling is about the same, but they show the picture different. Toyota Land Cruiser Prado and Mitsubishi Pajero Exclusive also go.We are already used to the fact that complex electronic systems are increasingly interfering in the process of driving. On SUVs, assistant electronics are less common, but here the process, as they say, has already gone. The latest examples of this are the updated Mitsubishi Pajero and the new Land Cruiser Prado. A rather rich electronic package is installed on both cars. The manufacturer claims that he facilitates the management of these SUVs on the lane. Do we need it? ..
Japanese block. Not so long ago, when buying a jeep, serious people asked: what is blocked? And they paid a lot of money, hearing in response: That's it! Metal clang and a crunch that accompanied the inclusion of locks gave confidence to the off -road. Another thing today, when in the Pajero, in the Pajero, the center differential is automatically blocked when moving to 4LLC mode (all -wheel drive, reduced gear), and the electronic system for maintaining the MATC traction (Mitsubishi Active Traction Control) is performed. The latter even itself enters into work on the off -road, in ice or on a shallow soil, using the working brake system and brakes of the sliding wheels.
Approximately the same scheme on Prado, but only the Torsen intericseum differential is blocked by the key on the panel. The role of inter-fire locks is acted by an active electronic A-TRC anti-circus system, which guarantees a complete traction force on off-road.
Calm, only calm. No need to be afraid - everything will work. Both cars very confidently overcame completely modest deep ruts. We had to drive along the same sags on an old defender with a complete set of mechanical locks, and we can safely say that there is no difference. If you move at a speed of not more than 20 km/h, then both cars steadfastly mud, adhering to the selected trajectory of movement, is not a single attempt to stalk. Moreover, Prado and Pajero briskly got out of a very deep rut, confidently breaking a rather high side. The main thing is not to be mistaken in the angle of attack.
Nevertheless, there is a difference in behavior, and it seemed to us that the Pajeper MATC system more adequately simulates the blocking of inter -coil differentials. This was checked quite simply - with a sharp touch from a place on a slippery dirty surface in the first gear. Mitsubishi strictly withstanded the given trajectory, while the Toyota flight sometimes had to be adjusted with the steering wheel and discharge of gas. In fairness, we note that in Land Cruiser and against such a disease, an electronic antidote is provided - the 2 Str key. If you activate this function, then the movement begins with the second transmission and the ability to break into the skid is reduced.
UP DOWN. The most dangerous obstacles to an inexperienced jeep are steep and slippery slopes-ashes. In a deep and dirty rut, you can firmly sit down, but no more, this does not affect health. And on a steep descent, you can elementarily roll over when a heavy car breaks into a side sliding. Therefore, in any off-road driving school, the Launch-Layer without a coup pay maximum attention. For those who do not want to study, but want to immediately marry a serious SUV, they came up with complex electronic systems that help to go down and sometimes up. In fairness, we note that for the first time such an electronic lotion appeared on the Land Rover Freelander, and today many are operating this idea. On Pajero it is called MEBAC, on Land Cruiser - DAC. On both cars on the wheels, sensors are installed that measure the speed of rotation of the wheels and constantly compare it at the speed of the car. Analysis of all telemetry allows you to brake the front wheels in time, compensating for the lack of brake moment at a second when the rotation speed of the wheel becomes less than the speed of the car.
The essence is one, but we liked the practical implementation on Toyota more. On the Pajero, the system is automatically turned on, when the distribution is transferred to position 4LC (low gear, all -wheel drive), and only when driving in the first gear. In this case, it is categorically impossible to press the brake pedal - the system is turned off and the machine can drag it sideways. Agree, it is psychologically difficult not to touch the brake pedal when driving down a steep slope.
On Prado, the DAC system is also activated only when the lowering row is turned on. But she equally successfully holds the car on the slope, regardless of the position in which the automatic transmission selector is. Yes, and pressing the brake pedal, the system ignored and simply did its job. Moreover, pressing the DAC key also activates the system for lifting (HAC). It not only prevents the wheel slipping at the beginning of movement up the slippery slope, but can also prevent rolling back if the car speed is too small and it slides down under the weight of the body. On Pajero, such a luxury is not provided, and more attention is required from the driver. And finally, the most important thing is that the Toyota system works even when the gearbox selector is in a neutral position.
So in the slopes we would prefer to move to Land Cruiser Prado. The inhibitory effect when moving down is felt much better on it than on Mitsubishi Pajero, which nevertheless slides down with a rather noticeable acceleration. And on Prado the sensations are such that the car is literally tied to the top of the hill.
Quiet move. The third -generation Mitsubishi Pajero was famous for the length of the suspension for a long time - this made it possible to overcome quite complex obstacles on off -road. But with high -speed driving on the freeway, especially when passing the bundle of turns, the car body was tangibly swayed - not fatally, but sensitive enough, especially for passengers with a poor vestibular apparatus.
A successful compromise was found on Toyota by installing a TEMS suspension control system. This system allows you to choose the most suitable suspension mode for specific conditions - from hard sports to soft comfortable. You can configure the system on the go, and it reacts to changing conditions in a split second.
We tried to overcome on both cars a rather steep rise, the length of which was approximately equal to the length of the cars. Pajero could not cope with this exercise - on the crest itself, when the body has already begun to take a horizontal position, we trivially felt the belly. Not deadly, one could try to overcome the obstacle again, properly dispersed. At some rally, they would have done so, tearing the rear mudguards, part of the muffler and bending the thresholds. But then on the rally. And here we just puffly stroked Pajero on sprayed sides and moved to Prado. First, they tried to climb a hill with a standard, semi -component position of the suspension recommended for every day. The result is similar. But if at Pajero our capabilities were exhausted, then on Prado we rolled back, transferred the shock absorbers to the comfort position and lifted the body over the rear bridge by 30 mm. That's it, the problem is solved - the Land Cruiser climbed onto the comb without the slightest hitch.
All this does not mean that the Land Cruiser in its off -road qualities definitely surpasses Pajero. Yes, Toyota has more electronic systems that facilitate control, but only a very experienced driver can competently use them, ready to connect a particular system at the right time. In Pajero, everything happens, as it were, without the active participation of the driver. But it is to such a driving algorithm that most manufacturers strive. People like it, although there are among them those who are ready to pay a lot of money for options that, perhaps, will never use in their lives.
Text Nikolay Kachurin, photo Sergey Sherestnikov
Model/Modification Toyota Land Cruiser Prado Mitsubishi Pajero Exclusive
Manufacturer/country Toyota Motor Corporation/Japan
Carrying element of the frame
ENGINE
Type/number/location of gasoline cylinders/6/V-shaped
Working volume (cubic cub) 3956 3497
Power (kW (L.S.) at about./Min.) 183 (249) at 5200 149 (203) at 5500
Moment (nm at about./Min.) 380 at 3800 318 at 4500
TRANSMISSION
The drive is constant full rear, connected front
Gearbox gearbox (increased/reduced) automatic 4-speed 1/2.57 Automatic 5-speed, sectral type 1/1.930
Brakes, safety
Front/rear disc/ventilated
ABS, Assisting Electronic Systems 4-Canal, Brake Assist, VSC course stability system, A-TRC Active AnthUDITIONAL STREEMENTS, ACTION-STRIC A Help and Starting STRISE 4-channel, MASK exchange rate stability system, Clutch control system, MATC road control system, Car control system in the context of a complicated MEBAC descent
Frontal airbags for the driver and front passenger
Dimensions/mass
Length/width/height (mm) 4850/1875/1895 4830/1895/1855
Wheel base/clearance (mm) 2790/220-250 2780/235
Tires 225/70 R17 285/65 R18
The mass is equipped/complete (kg) 1860/2850 2110 // 2760
The volume of the fuel tank (l) 87 90
Maximum speed (km/h) 175 185
Acceleration to 100 km/h (sec.) 9.5 10.7
Fuel consumption (city/highway, l/100 km) 17.0/10.0 19.5/11.1
Price in Moscow $ 56,900 $ 58 380
Source: "Autopilot"