Collect the remnants of the resource: whether to buy a Toyota Land Cruiser Prado
Toyota SUVs are loved by many – only not everyone can pay a few million for the Land Cruiser 200 or the brand new “seventy”. Another disadvantage of the Japanese ramnik from the point of view of purchase is the very high prices in the secondary market, even for rather old cars. For example, our colleagues from Avito Auto report that for Land Cruiser Prado 120 in good condition they are now being asked for more than a million rubles! Why for a car at least 10 years old want an amount for which you can buy a new Renault Duster? And how to make the purchase of the first more justified than the purchase of the second?
The third generation Land Cruiser Prado with the J120 index was produced from 2002 to 2009: that is, soon even the most recent copies will celebrate their tenth anniversary, and the oldest ones will be almost “adults”. And the fact that legalized with adulthood in human life, many Prado with their owners began a long time ago – for the car, the “age of consent” is much lower, even if it is Toyota. The main question is how attentive the hosts were to the wishes and hints, and how generous they were in the content. After all, then, in the two thousandth, life, as we know, was different …
Like the “older” Land Cruiser, the Prado’s body is mounted on the stair frame – and they make up the pair with which to start inspecting the car. The main tasks during inspection of the frame are to find out if its number coincides with what is indicated in the documents and whether it is read at all, and also to identify the points where the rust from the surface has already passed into the deep. On the first point, everything is clear: the frame – the element is not as eternal as it seems to some, and therefore there may be cases of its replacement. If this happened a long time ago and legally, then it is possible to live with it, although it is better to go to re-register with the seller, while “repair” and “numberless” frames are practically guaranteed problems during registration actions. The second point, in principle, is also uncomplicated: the frame reluctantly resists corrosion, so you need to make sure that its power structure has retained at least most of its strength (rotten frame – a reason to immediately continue the search). In addition to corrosion damage, especially common in cavities, seams and attachment points of the units, there may be cracks, so that the inspection of the bottom should be close.
About the same applies to the body of an SUV. Inspect the hidden cavities, the attachment points to the frame, as well as typical weak points: if the rusty bottoms of the doors can be forgiven, then rotten sills are not, even if they are not twice a supporting element. Under the plastic “landing” thresholds dirt is packed, the cavities of the arches are also in the risk zone, and numerous decorative trims add reason to take a closer look at the body. Do not forget about the tailgate, which can be fixed heavy spare – check the loop backlash and the luggage compartment floor for moisture due to leaks. Well, you can forget about the factory “chrome” at that age: it is either muddy or shabby, or replaced with elements of different degrees of originality – but this is essentially a purely cosmetic problem.
Separately, a few words should be said about the origin of the cars: here, like other Japanese SUVs, there are “Arabic” copies. The design features, including emphasis on cabin air conditioning instead of heating, rear suspension with springs instead of air bellows and unregulated shock absorbers, of course, are also interesting – but in the context of the body, the fact of its worst corrosion resistance is important. In general, in terms of aggregate factors, cars from the Middle East are valued less than those that were driven from Europe or purchased new from official dealers in Russia. And the intermediate summary here is simple: look for cars whose owners had enough money to wash the bottoms and anticorrosive, and do not spare time and money for checking the car in all databases, including paid ones, such as Avtotek, in order to find out as much as possible the past of the car and “cleanliness” “Rooms. After all, these Prado and loved to steal before, and now also the “contract” parts are in great demand.
Suspension of this old Prado, oddly enough, is somewhat more complicated and more expensive than the newer and more expensive Land Cruiser 200. Firstly, the dvuhsotki tires appeared only with the third restyling, but on the Prado 120 in the rear suspension they are much more common. In general, you should not be afraid of their presence: cylinders are not very expensive now – about 10-12 thousand apiece, and only a compressor breakdown can pull out much more from your pocket. However, the replacement of cylinders with conventional springs has been mastered – so it is necessary to find out not only the degree of serviceability, but also the scale of interventions.