Since its launch in 1996, the Toyota LandCruiser Prado has established itself as one of Australia's most popular 4x4 wagons, blending go-anywhere capability, with family-oriented amenities and passenger comfort.
The all-new fifth-generation 250 Series Prado arrived last November, some 15 years after the previous generation 150 Series Prado debuted.
Clearly, Toyota has had plenty of time to improve on its winning formula and has done so by basing the new 250 Series on LandCruiser 300 Series underpinnings.
The new Prado comes in a five-variant model line-up priced from $72,500 (MRLP) to $99,990 (MRLP). The range comprises familiar grade names GX, GXL, VX and Kakadu, but adds a new off-road focused Altitude variant.
The GX and Altitude are five-seat only, with about 50% of buyers expected to opt for the seven-seat GXL, which is priced at $79,990 (MRLP).
Based as it is on the same chassis and underpinnings as the 300 Series, the new Prado is longer, wider, and taller than its predecessor, and sits on a longer wheelbase. That amounts to a roomier interior with front seats that are nicely sculpted and supportive.
Toyota claims the Prado’s new platform is 50% more rigid than the previous generation, while overall vehicle rigidity is increased by 30%, which aids ride, handling and crash performance.
Under the bonnet is Toyota’s familiar 1GD-FTV 2.8-litre turbodiesel four-cylinder engine, albeit with a range of technical changes. The engine is equipped with 48-volt mild hybrid technology and produces an identical 150kW/500Nm to the old Prado, although the 250 Series is smoother, quieter and more responsive.
Drive is channelled to all four wheels via a new eight-speed automatic which, along with the mild-hybrid tech and electric power steering, helps improve combined cycle fuel consumption slightly to a claimed 7.6L/100km.
Out on the highway the smoothness and quietness of the updated diesel is immediately notable, as is the quality of the gearbox.
All models ride on independent double wishbones up front and a four-link rigid rear axle at the rear, the GXL showcasing impressively plush ride quality, with enough absorbent travel to smooth over most bumps without becoming roly-poly in bends.
Off-road performance is also excellent, Toyota having set its engineers the development goal of ensuring the 250 Series matches the 300 Series off-road.
The GXL benefits from a claimed 10% better wheel articulation than its predecessor and a shorter front overhang, while retaining its Torsen lockable centre differential, high- and low-range gearing, and downhill assist control.
The new drivetrain plus the extra strength of the new platform has allowed Toyota to boost the braked tow rating from 3,000kg to 3,500kg, with a new tow-haul system providing better engine response when towing and better engine braking when descending.
The GXL benefits from a claimed 10% better wheel articulation than its predecessor and a shorter front overhang, while retaining its Torsen lockable centre differential, high- and low-range gearing, and downhill assist control.
The new drivetrain plus the extra strength of the new platform has allowed Toyota to boost the braked tow rating from 3,000kg to 3,500kg, with a new tow-haul system providing better engine response when towing and better engine braking when descending.
Key stats
Price (MRLP): $79,990 (MRLP)
Warranty: Five years/unlimited km; capped-price servicing for the first five years/100,000km (whichever comes first), with six-month/10,000km service intervals.
Powertrain: 2.8-litre four-cylinder turbodiesel, with 48-volt mild hybrid, eight-speed automatic, full-time four-wheel drive (150kW/500Nm)
Fuel consumption (combined cycle): 7.6L/100km (200g/km, CO2)
ANCAP crash rating: Five stars (2024)
For: Smooth and refined on-road, excellent performance off-road, increased towing capacity, good ride and handling balance, well-appointed.
Against: Price increases across the range, compromised luggage bay, fussy switchgear, smaller 100-litre fuel tank, requires AdBlue diesel exhaust additive.
