The Prado is taken on a wild trek into the Simpson Desert and proves itself off-road worthy aside from the frail shock absorbers.
The Toyota Prado, which won the Overlander magazine's 2006 4WD Of The Year award, travels well as an urban warrior. But we wanted to see how it would fare on a longer outback journey, so we took it to the Simpson Desert in August/September.
Our test Prado GXL D4D was equipped with a genuine Toyota cargo barrier and an alloy front bullbar; two essential safety items, in our opinion. It also had the well-engineered RhinoRack roof rack installed.
The cargo barrier allowed us to pack all our supplies, equipment, camping gear and an Engel fridge safely in the Prado's large luggage area, which had the standard extra row of seats removed. Our personal gear was stacked on theback seat.
The only change to factory Toyota spec was the fitment of a set of Goodyear Wrangler tyres, which are proven tough performers in the outback.
The Prado with diesel and auto is a comfortable, quiet and relaxed highway cruiser. Some 4WD tyres can be noisy, but despite their chunky tread and square shoulders, the custom-fitted Goodyears were very quiet, too.
The Prado's 180-litre fuel capacity allows big distances (more than 1500km) between stops.
Its economy was mid-12s, which is more than the government-tested ADR figures, but there was a calculated six per cent odo/speedo error with the taller tyres, and the roof rack; with its greater wind resistance; and higher speed saddled to the Prado's thirst.
In previous testing, we've proved the Prado's good economy compared to others.
The dirt begins north of Broken Hill, with sections of smooth, fast gravel interspersed with stretches of bitumen over the hills and creeks towards Tibooburra.
The next few days took us through Innamincka and Cordillo Downs station to Birdsville. Some sections were littered with sharp, tyre-destroying rocks; others were on graded gravel that allowed 100km/h-plus cruising. Regardless of surface, the Prado simply wafted along.
Calibration of the Prado's ABS (standard on the GXL and above, optional on the base model) is spot-on. The steering seems slow at first acquaintance, but you soon learn to appreciate its slightly stand-offish character on dirt.
In the rough, the Prado is almost as quiet and refined as on-road, with hardly a murmur through the body or a squeak or sizzle from the interior trim. Its dustproofing, too, is impressive.
After a couple of days' R&R at Birdsville, we were into the Simpson Desert, one of the most fascinating 4WD adventures on the planet.
Our convoy 'aired down' (reduced tyre pressures) at the famous Big Red sand dune and, after the obligatory photos, we were off.
The soft sand proved challenging for some 4WDs in our convoy, but it was soon obvious that the momentum provided by a 30km/h approach to a dune is far more successful than a slower approach.
For three days and half the journey, the Prado didn't put a foot wrong. With no evidence of any wheel spin thanks to its full-time 4WD system, we didn't even lock the Prado's centre diff, such was its competence.
Another three or four hundred dunes; until we emerged from the Simpson's dunes just east of Purnie Bore, in South Australia.
Although the Simpson crossing was complete, we were still half a country; about 2500km from home via Dalhousie, Oodnadatta and Cooper Pedy, then bitumen to Sydney via Port Augusta, Hay and Wagga.
The Prado felt good on smooth gravel, but we were reminded of the frailty of the shock absorbers' long-stroke valving through some creek crossings and jump-ups.
I've become conditioned to this softness, but it's obvious to others who drive the Prado that the shocks are past their prime.
Anyone contemplating such an arduous trek would be wise to install specialist off-road dampers. Most 4WDs you see in the outback have this simple, relatively inexpensive modification.
Did the Prado do the job? Absolutely.
It carried the two of us in business-class comfort for 6592km, and its diesel and five- speed automatic driveline didn't miss a beat.
