Since its launch in 1996, the Toyota LandCruiser Prado has been one of Australia's most popular 4x4 wagons, blending go-anywhere capability, with family-oriented amenities and passenger comfort.

The newly arrived fifth-generation model promises to deliver all this and more, based as it is on 300 Series underpinnings with a new mild-hybrid turbodiesel powertrain.

Out on the lonely highways and dusty byways of Australia’s vast Northern Territory there is no argument over which automotive brand is king.

From the bustling tropical capital of Darwin to the wide-open spaces of Kakadu National Park and far beyond, Toyota LandCruisers and HiLuxes of every generation are constant sightings.

A staggering 40% of vehicles in the Territory wear a Toyota badge, more than double the national average.

HiLux has been the Territory’s best seller for 24 consecutive years and by the look of passing traffic on the Stuart Highway, the LandCruiser isn’t far behind it.

Toyota, for its part, has famously shown its appreciation for Territorians’ unswerving support by naming its top-grade Prado variant ‘Kakadu’.

Fifteen years later, the fifth-generation 250 Series Prado is here, the high-end Kakadu is still listed among its lineup, and Kakadu was chosen as the launch destination for the newly expanded range.

Quite aside from its stunning scenery and incredible array of wildlife, Kakadu’s varied terrain presents a formidable challenge to 4x4 adventurers, something Toyota displayed to good effect over the course of a three-day test drive.

Our journey began and ended in Darwin, in between taking in an entertaining mix of sealed highways, unsealed back roads, teeth-rattling corrugated tracks, and challenging off-road terrain.

It was, in many ways, the distilled essence of what many Prado buyers will subject the new 4x4 wagon to in the months and years ahead, with the new 250 Series designed to build on the previous generations’ legacy as a highly capable all-terrain vehicle that’s civilised enough to also double as an urban SUV.

How much does the new LandCruiser Prado cost?

The 250 Series LandCruiser Prado arrives in a five-variant model line-up ranging in price from $72,500 (MRLP) to $99,990 (MRLP).

Unsurprisingly, prices are up across the new model range by almost $10,000 depending on the variant, but so too are equipment levels.

The new lineup comprises familiar grade names GX, GXL, VX and Kakadu, but adds a new off-road focused Altitude variant.

The range kicks off with the five-seat Prado GX at $72,500 (MRLP), stepping up to the seven-seat GXL at $79,990 (MRLP), and on to the seven-seat VX at $87,400 (MRLP).

For buyers with an additional $5,300 to spend and a penchant for going bush, but no need for extra seats, the five-seat Altitude comes with a price tag of $92,700 (MRLP).

Finally, there’s the range-topping seven-seat Kakadu, which nudges perilously close to six figures at $99,990, and shoots well over that marker by the time on-road costs are added.

What about the LandCruiser Prado’s exterior design?

Toyota has thrown its traditional evolutionary styling approach out the window with the new 250 Series Prado, adopting a chunky and contemporary new look with clear influences drawn from LandCruisers of yesteryear.

While there’s more than a hint of nostalgia in the styling, it’s also contemporary and most importantly functional, with a lightweight aluminium bonnet set low to improve visibility, and widened front guards to help the driver see the vehicle extremities.

The front bumper is also now designed in three pieces to make it easier to replace individual sections if damaged, and the beltline is set 30mm lower than before to improve occupant visibility.

At rear, the Prado features a new top-hinged tailgate with a separate-opening glass hatch.

The rear profile looks cleaner and less cluttered due to relocation of the spare wheel to beneath the vehicle floor, with the squared profile and simple tail-light design somewhat reminiscent of the old Jeep XJ Cherokee.

Turning to design specifics, the entry-level GX boasts a similar exterior look to the GXL and Altitude, its chunky new body sitting up purposefully on 18-inch dark-grey alloy wheels, with body-coloured door handles, LED headlamps with washers, LED front foglamps and DRLs, and side steps.

The GXL adds roof rails, rear privacy glass and silver front and rear-guard trim, while the mid-grade VX gets a unique black grille with vertical slats, body-coloured bumpers and wheel arches, 20-inch alloy wheels, LED headlights with automatic high beam and dynamic auto-levelling.

Moving further up the range, the off-road focused Altitude gets the same black bumpers, wheelarch mouldings and ‘TOYOTA’ lettering grille as the GX and GXL, but adds unique 18-inch alloy wheels clad with Toyo Open Country all-terrain tyres.

Other differentiating features include a moonroof and black exterior trim, and for an additional $1,675 an Altitude-exclusive two-tone colour option.

The flagship seven-seat Kakadu is the only variant other than the Altitude to announce its pedigree with a badge on the tailgate, with the rest of the styling package featuring the same basic look as the VX, with the addition of a panoramic moon roof and illuminated side steps.

Toyota Australia expects the seven-seat GXL will be the sweet spot in the range and will account for around 50% of Prado sales, followed by the VX at 20%, with the Kakadu, Altitude and GX each accounting for 10%.

What’s the LandCruiser Prado like inside?

The new 250 Series LandCruiser is based on the same chassis and underpinnings as its big brother the 300 Series, which is good news on several fronts but notably for interior packaging and space.

Dimensionally, the new Prado is longer, wider, and taller than its predecessor, measuring 4,920mm long, 1,988mm wide and 1,860mm tall.

Its 2,850mm wheelbase is also 60mm longer than the current model, matching the length of the LandCruiser 300 Series.

Customers can opt for five- or seven-seat interior layouts depending on variant, with the interior design boasting dual digital screens for the instrument cluster and multimedia system.

The dash and door trims feature more soft-touch materials than we’ve come to expect in a Toyota 4x4 and there’s a 12.3-inch multimedia touchscreen on all grades equipped for wireless Apple Carplay and Android Auto.

There are two different digital driver displays depending on variant, with the GX and GXL featuring a 7.0-inch unit and all other models adopting a larger and more versatile 12.3-inch screen.

Toyota has thankfully resisted the urge to move all its switchgear into the central touchscreen and there’s still physical switches for the air-con controls and some other functions, which will be appreciated by drivers when bouncing over rough roads.

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Most of the switches are located around the centre console area but a few are tucked away in harder-to-find areas of the lower dash, with some also labelled with confusing explanatory icons.

One small but significant issue we encountered was a lack of illumination on the centre diff-lock switch, with the only warning being a small icon in the main instrument panel, which is easy to overlook.

As we discovered after coming off an off-road track on to a dry sealed road, it’s possible to be inadvertently driving with the centre differential lock on when it shouldn’t be.

The digital dash offers multi-view options and the ability to change settings including parking sensors, but you need to go deep into the menu to find and change these functions and it’s not particularly intuitive.

The front seats are nicely sculpted and supportive with driver and passenger sitting 22mm higher than in the old model for improved visibility.

There’s good side vision out of the second row as well, thanks to large rear windows and seat comfort is good, with enough leg room for a 183cm frame to sit behind someone of a similar size in the front seat. Importantly, there’s also enough headroom for an Akubra or Stetson.

There are no rear-seat sunblinds on any model, but there are overhead air vents and grab handles, plus rear climate controls for all models except GX.

Other amenities include seat-back map pockets, large door bins, a 12V accessory outlet, and twin USB-C ports for devices.

The second-row seat back adjusts for rake but not reach so there’s no way to give third-row passengers more legroom, if required.

That said, Toyota claims third-row occupants benefit from an additional 66mm of legroom over the old model.

Access to the third row is via the 60/40 split-fold second row and requires some dexterity to climb in and out, but it’s aided by side steps and grab handles on the B-pillar.

Once back there it’s uncomfortably squeezy for a full-sized adult but shouldn’t be an issue for small to medium-sized kids and teens.

Rear luggage space is claimed to be longer and wider than before but the devil is in the detail here as both five- and seven-seat variants have a raised boot floor which eats into cargo space.

The raised floor height is necessary to accommodate the 48-volt battery for the mild hybrid system and the underslung full-size spare wheel.

The seats in seven-seat variants can’t be removed, either, so buyers planning on equipping a Prado with fridges and other equipment for touring are best to consider the five-seat GX and Altitude.

These models still boast a generous 954-litre capacity but the raised floor does increase the luggage load height.

The cargo bay is more compromised in seven-seat variants which boast a lower 906-litre capacity due to the seats sitting on top of the raised floor.

With the third row in the upright position there’s only a small amount of load space between the seat backs and the tailgate.

Toyota has fitted a removable cargo box to avoid having a cavity here, with the lid designed to create a flat luggage area when the seats are folded to.

It does the trick but is not an especially elegant solution.

What features does the LandCruiser Prado have?

With the new Prado more expensive than ever, Toyota has upped the ante on standard equipment, starting with the entry-level GX which gets LED headlamps with washers, LED front foglamps and DRLs, rain-sensing wipers, side steps, and heated and power-retractable side mirrors.

Inside, the GX features fabric upholstery with manually adjustable front seats and 60:40 split-fold rear seats, a 12.3-inch touchscreen paired with a 7.0-inch colour multi-information display, dual-zone climate control, smart entry and start, a urethane steering wheel with button controls, reversing camera and panoramic view monitor, a 10-speaker audio system, five USB-C charging ports, single 12V accessory port and a 220V/100W power outlet.

Moving up to the GXL adds premium synthetic leather-accented upholstery, heated and ventilated front seats with eight-way powered driver’s seat, rear-seat air-conditioning control panel, leather-accented steering wheel and shift knob, auto-dimming rear-view mirror, wireless charging pad, a 50:50 split-fold third row and two extra USB-C ports in the third row.

The mid-range VX builds on this with premium leather-accented upholstery with driver’s seat memory and a four-way power adjustable passenger seat, power-adjustable steering wheel, a refrigerated console box, 12.3-inch digital instrument cluster, multi-terrain monitor, tyre pressure monitor, and 14-speaker JBL audio system.

The off-road-focused Altitude takes the fundamentals of the VX and adds a digital rearview mirror, colour head-up display, and heated steering wheel.

The Altitude also gets a range of bespoke additions designed to enhance its all-terrain capability, including off-road focused tyres, a rear differential lock, and a detachable front sway bar to improve wheel articulation.

Sitting atop the Prado pyramid is the Kakadu, which starts with VX equipment levels then adds heated and ventilated rear outer seats, adjustable driver’s seat cushion length, heated steering wheel, driver’s head-up display and a digital rearview mirror.

What safety features does the LandCruiser Prado have?

The new 250 Series LandCruiser is stiffer and stronger than its predecessor and benefits from a range of safety enhancements designed to make it the safest Prado yet.

As with most modern Toyota models the Prado doesn’t discriminate on safety according to specification level, with all grades fitted with the latest driver-assist features which use an improved camera and radar system to scan the road with greater accuracy and over greater distances.

Other standard safety technologies include autonomous emergency braking, pre-collision safety, adaptive cruise control, rear parking support brake, lane trace assist, lane departure warning, road sign assist, blind spot monitor, safe exit assist, emergency driving stop system, a driver monitor camera, front and rear parking sensors, and nine SRS airbags.

Every grade is also equipped with cloud-based navigation, wireless Apple CarPlay, wireless Android Auto, and all are compatible with Toyota Connected Services through the myToyota Connect smartphone app.

What’s the LandCruiser Prado’s mechanical package like?

Under its chiselled bonnet, the new Prado is available exclusively with Toyota’s 1GD-FTV 2.8-litre turbodiesel four-cylinder engine.

It’s the same engine you’ll find powering a Toyota HiLux or a 70-Series LandCruiser, albeit with technical changes including a new turbine wheel and impeller designed to aid turbocharger responsiveness, a larger 200A alternator, new engine mounts, a new air-intake system to reduce noise, vibration and harshness (NVH) levels, and a new exhaust system and larger muffler.

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Also new is the same 48-volt mild hybrid technology introduced earlier this year to the HiLux to improve its urban fuel consumption. Toyota itself avoids the use of the term ‘mild-hybrid’ to avoid confusion with its full-hybrid-electric vehicles, preferring instead to use the term V-Active 48-volt technology.

The V-Active or mild-hybrid system incorporates a 48-volt electric motor-generator, a 48-volt lithium-ion battery and an idle stop-start system that uses a belt driven generator to restart the engine.

The combination produces an identical 150kW/500Nm to the current non-hybrid engine, but as we saw during our extensive Kakadu test drive, the 250 Series delivers smoother, quieter and more responsive performance than the outgoing model.

The GX, GXL and Altitude variants feature a Drive Mode Select system which adapts transmission, accelerator, and steering to Eco, Normal or Sport modes. The VX and Kakadu with their adaptive variable suspension an additional two modes, Sport S, and Sport S+.

The engine drives all four wheels through a new eight-speed automatic transmission, which replaces the old six-speed unit, and a permanent four-wheel drive system with lockable centre differential.

The extra gears offer more closely stacked ratios which, along with the mild-hybrid tech and adoption of electric power-steering help improve fuel consumption to a claimed average of 7.6L/100km versus the old model’s 7.9L/100km.

The mild hybrid with stop-start system has a greater effect in urban driving, where Toyota says the 8.8L/100km figure is around 8% better than the old model.

At 110 litres, fuel tank capacity is smaller than any previous generation but the improved fuel efficiency should mean the new model is still good for an impressive highway touring range of up to 1,400km, using the combined cycle figure.

The updated engine also relies on a Selective Catalyst reduction system using AdBlue diesel exhaust additive to reduce NOx, consuming AdBlue at an estimated rate of 500km/L which should equate to 8,700km between fills of the 17.4-litre tank, depending on driving conditions.

What’s the new LandCruiser Prado like to drive?

Out on the highway the smoothness and quietness of the updated diesel is immediately notable, as is the quality of the new eight-speed automatic which shuffles easily through its gears but kicks down responsively when required.

It’s not an engine that crushes you back into your seat but instead surfs along on a rolling swell of easy torque.

In combination with the swift-shifting and intuitive eight-speed it means the Prado seems to have the right gear and the right amount of torque available for most conditions.

The automatic is well-calibrated so never feels fussy or indecisive and will hold a taller gear wherever possible, unless the driver is insistent with the throttle.

Overtaking performance is strong, even on NT roads with their higher speed limits, and the Prado’s high-speed stability provided the confidence to tackle road trains and other slower traffic when required.

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The absence of tyre and wind noise is notable at speed, as is the surprisingly plush ride quality, with enough absorbent travel to smooth over most bumps without becoming roly-poly in bends.

Larger bumps will still find the bump stops and the Prado’s body is not so taut as to completely resist the vibrations exposed by punishing corrugations, but for most conditions the models on 18-inch wheels and with standard suspension offer an impressive level of absorbency that makes rough road driving less taxing.

All models ride on independent double wishbones up front and a four-link rigid rear axle at the rear, but the VX and Kakadu add adaptive variable suspension (AVS) and 20-inch tyres.

While these certainly look better and may well be better suited to urban driving, out in the wilds of Kakadu the suspension felt too stiff in the Sport and Sport+ drive modes, and too soft in the alternate Comfort mode.

Implementation of electric power steering allows the steering to adapt its feel and weighting to different conditions, alternating between pleasantly light at low speeds to aid manoeuvrability, while increasing weight and feedback at higher speeds. Importantly, for the type of driving we did plenty of in Kakadu, it also provides less kickback during off-road driving.

In the steamy tropical heat, Toyota again confirmed that it’s air-con remains the benchmark, quickly cooling down the Prado’s large cabin and keeping it at a pleasantly chilled temperature.
Queensland buyers will likely also appreciate the seat cooling feature on the upmarket variants, despite it coming bundled with seat heating which is less likely to get a workout.

Dust sealing is also excellent, the air-conditioned cabins remaining impressively dust-free despite our group of around a dozen vehicles driving in nose-to-tail convoy over rough bush tracks and corrugated dirt roads.

What’s the new LandCruiser Prado like off-road?

As if to put to bed any suggestion that the new Prado might have somehow gone soft and deviated from its 4x4 wagon roots to become more SUV-like, Toyota set its engineers the development goal of ensuring it achieved the same off-road ability as the 300 Series.

By basing the new 250 Series Prado on the LC300 engineers were able to leverage the chassis development learnings from that model, which like the Prado underwent comprehensive Australian testing during its development. This included adopting the 300’s sophisticated MTS multi-terrain system for VX, Altitude and Kakadu variants.

In high range, drivers of these MTS-equipped models can choose from five different modes, consisting of Auto, Mud, Sand, Dirt and Deep Snow, while low range offers four modes – Auto, Mud, Sand and Rock.

The MTS system is complemented by a multi-terrain monitor (MTM) system that uses four cameras to provide a choice of front, rear, side, panoramic and underfloor views, to helps drivers identify and avoid unseen obstacles when off-road.

Off-road performance is further enhanced on the Altitude by fitment of new stabiliser-bar control system which allows the front stabiliser bar to be disconnected for better wheel articulation.

The Altitude also gets a rear differential lock, and sturdy off-road oriented tyres to mark it as the model off-road adventurers should gravitate to.

You don’t need a bells-and-whistles Prado to benefit from the new model’s improved off-road performance, however, with Toyota claiming the all 250 Series offer 10% better wheel articulation than their predecessor straight out of the box, with the Altitude increasing this by a further 10% for a 20% overall improvement.

All variants also benefit from a shorter front overhang compared with the previous Prado which aids manoeuvrability in tight conditions, and all are equipped with a permanent 4WD driveline with Torsen lockable centre differential, high- and low-range gearing, and downhill assist control.

High and low range is selected via a small toggle switch on the console, with the centre diff lock and rear differential lock on the Altitude located alongside.

When driving in low range with crawl control engaged, the drive mode dial doubles as a virtual hand-throttle, increasing or decreasing vehicle speed in 1km/h increments up to 5km/h.

We put the system to good use on a steep rocky climb and descent which it tackled impressively, with no driver throttle or brake input.

The system basically uses its traction control and other sensors to subtly apply enough throttle to crawl up and over an obstacle at very low speed, descending in complete control, with the driver needing only to focus on steering.

For buyers inclined to kit out their Prado for adventure, Toyota offers a range of fully integrated OEM accessories with the new model, including a winch-compatible steel bull-bar designed to accommodate a Warn 8000lb winch.

Also among the available accessories are a front bash plate with Toyota lettering, sturdy recovery points, a light bar, trailer-brake controller and integrated tow hitch.
Will the new LandCruiser Prado make a good tow vehicle?

The packed three-day drive program was focused on highway and off-road driving and didn’t provide the opportunity to tow anything, unfortunately.

However, underpinning the new Prado is the same ladder-frame chassis and suspension layout as the LandCruiser 300 Series, with Toyota claiming this TNGA-F platform is 50% more rigid than the previous-generation Prado, while overall vehicle rigidity is increased by 30%.

This extra structural strength, along with the new drivetrain has allowed Toyota to boost the Prado’s braked tow rating to 3,500kg, up from 3,000kg on the old model.

Towing performance is also complemented by a new tow-haul system that holds lower gears longer, provides better engine response during towing, and better engine-braking when descending to help slow the vehicle.

It’s worth noting that when laden to its full 3,500kg the payload of the most popular GXL variant drops to just 230kg, so those wanting to tow up to that maximum weight will likely have to invest in a GVM upgrade.

Should I buy a LandCruiser Prado?

Our test drive covered everything from high-speed tarmac and well-graded gravel, to barely defined bush tracks, rugged hill climbs, muddy creek crossing and bone-jarring station tracks.

In fact, it was clear from the wide combination of conditions chosen and the ruggedness of many of the tracks that Toyota is supremely confident in the new Prado’s ability to handle the rough stuff.

After three days at the wheel of the new 4x4 wagon we came away suitably impressed at the many improvements Toyota has wrought.

Along with offering superior refinement, performance, fuel efficiency and off-road ability, the new Prado is also more nimble and agile and generally a more pleasant vehicle to live with.

The wider spread of model variants and price points means there’s a Prado to suit the tastes of even more buyers, although the Altitude does appear something of an oddity, being so highly specified and expensive, but also the most off-road capable.

Logic suggests the more basic GX or GXL might be the first pick for owners serious about their off-roading, but Toyota thinks these buyers will look to the aftermarket to option these lower-spec models to their specific requirements.

Like its stablemate the LandCruiser 300 Series, the Prado’s job description is a broad one.

It needs to be able to eat up long distances on rough roads comfortably, ferry the kids in safety and comfort, haul up to 3,500kg without wallowing or drinking fuel like a sailor on shore leave, and traverse beaches and rugged 4x4 tracks in search of splendid isolation.

The fact this new model can do all this and probably more with a high degree of competency is why it will soon be battling the Ford Everest to retain its spot as Australia’s favourite 4x4 wagon.

To borrow a few words from Australia’s greatest living singer and songwriter, Paul Kelly, the new Prado has gone ahead in leaps and bounds.

Key stats

• Price (MRLP): $79,990 (MRLP)
• Waranty: Five years/unlimited km; capped-price servicing for the first five years/100,000km (whichever comes first), with six-month/10,000km service intervals.
• Powertain: 2.8-litre four-cylinder turbodiesel, with 48-volt mild hybrid, eight-speed automatic, full-time four-wheel drive (150kW/500Nm)
• ANCAP crash rating: Not rated
• Fuel consumption (combined cycle): 7.6L/100km (200g/km, CO2)
• For: Highly capable both on and off-road, enhanced refinement, increased towing capacity, good ride and handling balance, well-appointed, improved fuel consumption.
• Against: Price increases across the range, interior packaging including compromised luggage bay, fussy switchgear and infotainment systems.