BMW X3 VS Toyota Land Cruiser Prado
- Clever tech now trickling down
- Quiet and spacious cabin
- Dynamic enough to dispose of twisting tarmac
- Smaller diesel engine lacks overtaking punch
- Wince-worthy option list
- Full phone integration will cost you
Toyota Land Cruiser Prado
- Value in low-spec auto models
- Serious off-road credentials
- Lower prices across the range
- Safety kit isn't widespread enough
- Pricey in high-spec models
- No Apple CarPlay/Android Auto
If SUVs were a horror movie, they'd have to be the 1958 cult-classic The Blob: a drive-in special that told the story of a shapeless mass that grows and grows, eventually consuming everything in its path. A bit like James Packer, then.
But also a bit like BMW's range of X-stamped SUVs. Take the X3, for example, which has slowly but relentlessly grown over the past 15 years, so much so that this all-new, third-generation model is now bigger in every key dimension than the original BMW X5.
Which means the X5 has also grown, which means the X6 has grown, which means the... well, you get the idea. If current trends continue, we won't be so much driving the next generation of X cars as we will be moving into them.
But unlike that cinematic tale, the X3's new and bigger dimensions have a happy ending, especially for riders lounging about in the really very spacious backseat. And there is more good stuff going on for this major update, too.
It's got a new and more muscular design penned by crayon-wielding Aussie ace Calvin Luk, and it's loaded with clever technology (including BMW's latest autonomous technology) pilfered from the new 5 series.
So how does the new X3 measure up.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Toyota Land Cruiser Prado
The heavily updated Toyota LandCruiser Prado range sees some big changes for 2018, with a new look, updated interior and added equipment across most models in the range.
The good news for buyers is that prices are lower across the line-up, with reductions of between $600 and $1200 depending on the variant. That should be enough to see it retain its spot at the top of many customers’ shopping lists – it sure as hell can’t do much wrong on the sales charts, where its easily the best-seller in the large SUV segment.
And with four trim levels available to choose from, each offering new kit and lower pricing, buyers are undoubtedly better off with the Toyota Prado 2018 model range. But has it improved over the previous model? And which is the one you should be looking at?
Read on, and we’ll figure it out together.
|Engine Type||2.8L turbo|
The X3 is a hugely important model for BMW, and one that was starting to be left behind by rival models from Mercedes-Benz and Audi. But this third-gen model levels the playing field once more, and launches the X3 straight back into the fray with the segment's best.
For our money, the xDrive30d is the pick of the bunch, serving up effortless performance in a comfortable, quiet and practical package.
Would you choose the new BMW X3 over a Mercedes-Benz GLC or Audi Q5? Tell us in the comments section below.
Toyota Land Cruiser Prado7.5/10
The updated 2018 Toyota LandCruiser Prado might not have needed to see changes in order to remain the biggest-selling large SUV on the Australian market, but the facelifted model has seen the Prado take some steps forward to keep it on the shopping lists of buyers looking for family-focused SUVs with a breadth of ability.
It looks better and is better value – and there is one model that seemingly stands apart as the best buy of the bunch: the GXL. It’s just a shame it can’t be had with the extra safety kit of the VX and Kakadu models.
What spec Prado would you buy? Let us know in the comments section below.
The X3's exterior was designed by Australian Calvin Luk, who was tasked with making it "sportier, tougher and bolder" than the outgoing model. And while, to our untrained eyes, the changes don't seem quite as extreme as Calvin insists they are, there's no doubting the X3 cuts a handsome figure on the road.
Viewed front-on, that traditional kidney grille has been raised to give it a more proud look out front, and it flows into a bonnet lined with new and defined creases carved front-to-back toward the windscreen. Muscular arches, roof rails and a razor-sharp body crease add attitude to the side profile, while at the back, a more tapered rear end is framed by a hint of rubber from the rear tyres.
Inside, the materials and layout are taken straight from the BMW playbook, but there's been a technology overhaul, albeit one that's more obvious on the more expensive models, with wireless phone charging, an updated touch screen and, on the 30i and 30d, a new digital driver's binnacle.
So evolution over revolution inside, but the cabin exudes a predictably premium feel no matter the trim.
Toyota Land Cruiser Prado8/10
The facelifted version of the Toyota LandCruiser Prado undoubtedly takes the boxy off-roader and makes it more appealing to the majority of consumers. It is, dare I say it, good looking now.
That certainly is the case for the exterior of the Kakadu model you see here, with its brilliant LED headlights and DRLs, which look so much better than the old dot-matrix numbers in the pre-facelift car. The new shape of the headlights accentuates the width of the Prado, as does the new grille treatment.
And while nothing has changed if you look at it from side-on (aside from different wheel designs), the Prado somehow looks more muscular than it did. The tail-lights have black surrounds which helps, and the rear door has been neatened up a touch, too.
While you get a rear spoiler on all Prado models, you have to spend up on the VX or Kakadu to get side steps. And if you want a body kit, you’ll have to look up eBay’s UAE sellers.
The interior design has seen a big workover, with a new centre stack and media interface, new steering wheels and other refinements. But the interior dimensions haven’t changed, because the size hasn’t either: check out our interior images to get a better idea.
This is a facelift done right. And this writer in particular thinks the flat tailgate version looks even smarter again.
At 4708mm long, 1891mm wide and 1676mm high, this third-generation X3 is bigger than the original X5 (which was 4666mm long, and 1872mm wide), and all those those extra millimetres start making sense once you climb into the cabin.
Up front, every X3 feels spacious, with lots of headroom and, with electric front seats standard on every trim level, plenty of options to get comfortable. There are two cupholders that seperate the front seats (joining the two in the pull-down divider in the backseat), and there's room for a 1L bottle in each of the four doors. Up-front riders also share two USB ports, as well as a wireless charging pad for compatible phones.
Climb into the backseat and you'll find plenty more space on offer. There was more than enough clear-air between my knees and the seat in front when sitting behind my own (5ft10inch) driving position, and impressive headroom, even with the optional sunroof fitted.
Elsewhere in the back, three-zone climate is standard across the X3 range, so backseat riders get both vents and temperature controls, and there's a 12-volt power source, too - no USBs, though. There's also two ISOFIX attachment points in the back, and a third top-tether point in the middle seat, so you can squeeze three child seats across the back.
The boot serves up 550 litres with the 40:20:40 split-fold rear seat in place, but should you drop them via the boot-mounted levers, that number grows to 1600 litres. There are some cool touches in the boot, too, like a hidden storage area under a partition in the boot, the lid for which is held open by a gas strut that makes loading easier. That extra space is also big enough to store the boot cover.
Toyota Land Cruiser Prado7/10
The revisions to the dashboard are really quite nice. In the lower-spec versions there is more storage space in front of the shifter, while higher-spec models, like the Kakadu you see here, have a smaller little caddy (big enough for a wallet) because the stack has all the serious off-road controls – check out the Prado interior pictures attached for a better idea.
Even so, every Prado has good storage options on offer: you will find more than one cupholder to suffice – in fact, there are cupholders in the first, second and third rows, and holsters for bottles in all four doors. The higher-spec models have a cooled/refrigerated centre console area, which is great to keep your drinks chilled on longer trips.
Of course the entry-grade GX with five seats is a better bet if you need the ultimate in luggage capacity, rated at 640 litres, and there’s a cargo cover (plus you could fit a cargo barrier if you wanted to) – well and truly better than the 480L in the seven-seat model.
Because the vast majority of Prado models are seven-seaters, the measurement with seven seats in use is 120L – small by class standards. If you need more boot space, you could consider adding roof racks to the rails on GXL, VX and Kakadu models. The flat tailgate setup available on those variants includes a very practical opening tailgate glass, which makes putting shopping bags in even easier, especially in tight parking spaces.
While the GXL and VX feature very simple third-row seat operation, the electric seats in the Kakadu are daft. They take more than 10 seconds to raise or lower completely, and – like many of the Prado’s electronic items – the controller beeps every time you use it. And that’s really, really annoying. One nice counterpoint is a 220-volt powerpoint in the boot in high-spec models.
In terms of space, adults will be able to comfortably slot in the second row seating and allow enough space behind them for smaller adults or children. The back row isn’t the roomiest place, but for adults – even taller ones – it is definitely bearable for short trips. Headroom is good throughout the cabin, and legroom in the second row is pretty good, too.
For customers with kids, there are dual ISOFIX seats in the second row, and three top-tether points as well. There are air-vents to all three rows (in seven-seat models) but entry-grade models will need those up front to control the climate for those in the back.
The 8.0-inch media system is typical Toyota – that is to say, it’s reasonably easy to use but the on-screen buttons are a bit small, and it certainly doesn’t set any new standards. There is no Apple CarPlay or Android Auto connectivity, and the Bluetooth system – while easy to connect and reasonably clever at reconnecting – requires the car to be at a standstill to search contact lists and operate the pairing function: that may sound like a safety feature, but what if your child or partner wants to connect their phone on the move? It’s a fail.
It may also be worth noting for those parents out there with device-addicted children that the Prado only has one USB Port. I reckon it’s a bit of a miss, especially for the Kakadu: I mean a Blu-ray player might have been okay five years ago, but times have changed, and kids are very much about BYO device, these days.
Price and features
The BMW X3 range arrives in three flavours, the diesel-powered xDrive20d ($68,900), the petrol-pumping BMW xDrive30i ($75,900), and the biggest - and best - diesel option, the xDrive30d ($83,900). They'll be joined by the smallest petrol model, the xDrive20i, and the go-fast and enticing-sounding M40i version, both of which will touch down next year.
For now, though, the cheapest way into the X3 range wears the xDrive20d badging, and your investment will earn you 19-inch alloys, roof rails and LED headlights outside, while in the cabin you'll find part-leather-trimmed seats, a leather-lined steering wheel, a colour head-up display, navigation and a wireless charge pad for compatible phones. You'll also get three-zone climate control and a 6.5-inch touchscreen that pairs with a six-speaker stereo.
Step up to either the 30i or 30d (both are identically equipped), and you'll add 20-inch alloys, full leather seats, a bigger 10.25-inch touchscreen running the latest iDrive system, and another 12-inch digital display that replaces the traditional gauges in the driver's binnacle.
Apple CarPlay and Android Auto remain a cost option, with the clever wireless version of the system yours for $623, and you might want to spring for the 16-speaker harman/kardon stereo (another $2000), too. Both of which should really be standard on the more expensive models.
Toyota Land Cruiser Prado8/10
Yes, there have been price drops across the model line-up, but there are also much more affordable alternatives to the Prado if what you want is a rugged, off-roadable seven-seat SUV with a diesel engine and good towing ability.
Those competitors, clearly, are the likes of the Mitsubishi Pajero Sport, Isuzu MU-X, Holden Trailblazer and – to a lesser extent because it’s a bit expensive – the Ford Everest. Even the Toyota Fortuner could be considered a more affordable alternative.
But the Prado is bigger than those models, and some would argue more comfort-focused, too. For the most part, I’d be one of those people – the Prado can be surprisingly comfortable, depending on the spec you choose – but we’ll get to that later.
Let’s run through the variants: GX vs GXL vs VX vs Kakadu, a sort of models comparison. I don’t just put a price list with how much each will cost, but rather run through the recommended retail price (plus on-road costs) of the models in the range. You can check out the Toyota site for a drive-away price.
The GX model is the entry-grade variant with a manufacturer’s list price of $53,490 – that’s before on-road costs, and that’s $600 less than before.
How many seats in the GX? It’s a five-seat model, but if you choose the automatic version (priced at $56,490) you also get the option of a seven-seat layout, but that adds a further $2550 to the price.
Standard inclusions: lane departure warning, a pre-collision safety system with pedestrian detection, auto high-beam lights, and automatic cruise control – that’s only on the auto model, though - the manual misses out. The manual also misses out on the 'electroluminescent combimeter with colour multi-information display', or driver info screen. You do get cruise control, even on the manual.
The GX comes with 17-inch alloy wheels, keyless entry (smart key) and push-button start, an 8.0-inch touch screen media system with reversing camera and satellite navigation/GPS (with live traffic updates for the navigation system), Bluetooth phone and audio streaming, USB connectivity and a nine-speaker sound system. It has radio and a CD player, too. There’s no DVD player, and you can’t get Apple CarPlay and Android Auto, either.
The next model up the range is the GXL, which comes with seven seats as standard, but can be had as a manual (from $59,990) or automatic ($62,990). Price drops for the GXL model equate to $1200.
It gets a bunch of worthwhile extra equipment over the base model, including LED headlights (a big improvement), LED daytime running lights, LED fog lamps, and lamps in the sun-visors. There’s also the addition of privacy glass, roof rails, side steps, a leather-lined steering wheel, tri-zone climate control, and a rear diff lock (auto only).
The GXL can be had with what Toyota is labelling a 'premium interior', which adds $3500 to the price and includes leather-accented seat trim, ventilated front seats with power adjustment, and heated front and second-row seats. Sounds like money well spent to me.
The third rung up the ladder in the 2018 Toyota Prado range is the VX, which is only available as an automatic and sees a considerable price jump over the GXL auto – it lists at $73,990 plus on-road costs, but that’s $911 less than 2017.
The VX brings additional items such as 18-inch alloy wheels, panoramic/surround-view camera monitor with low-speed forward view setting, ventilated front seats, heated seats front and rear, a cool box between the front seats and LED fog lamps. It also sports leather seats, and a 14-speaker JBL sound system.
And if you spend this much you also secure more safety equipment: blind-spot monitoring, and rear cross-traffic alert.
The top-of-the-range variant in the Toyota Prado 2018 model range is the Kakadu, which is auto only, and lists at $84,490, representing a drop of $1121 compared with the model it succeeds. It’s the model you see in the images here.
You certainly get plenty of additional equipment over the VX for your $10,500 extra expenditure – the Kakadu is the only model in the range with Toyota’s 'Kinetic Dynamic Suspension System' (KDSS) – a high-tech set-up that reacts to forces felt by the suspension that can modulate or disable the anti-roll bars.
Further additions to the Kakadu include 'Crawl Control' (Toyota’s advanced traction system that monitors slippage at each wheel and works to ensure optimal traction), 'Multi-Terrain Select' (with rock, rock & dirt, mogul, loose rock, mud & sand settings), a new drive mode select system that changes the settings of the drivetrain, chassis and air-conditioning (with Comfort, Eco, Normal, Sport and Sport+ settings). There’s no denying the Kakadu seems like the one you’d pick if you want to go off-road – like, to Kakadu, for instance…
Other additions for this spec include a sunroof, woodgrain trim, power folding third-row seats, and a rear seat entertainment system with a Blu-ray entertainment screen, plus three wireless headsets.
A newly added no-cost option for August-onward 2018 Toyota Prado models is a flat tailgate setup, which was previously reserved for the Prado Altitude limited edition models. Available for GXL, VX and Kakadu grades, the sees the removal of the tailgate-mounted spare wheel and cover, with the spare wheel instead mounted under the boot floor. There is an impact on fuel tank size, with the 63L reserve tank removed to make room for the spare wheel (leaving an 87-litre capacity). But flat-back Prado buyers will get an opening tailgate window, making quick access to the boot even easier.
No matter which model you choose, if you want one of Toyota’s ‘premium paint’ finishes you’ll have to pay $550 (only one of the black options and white are exempt from extra cost). The colours include three different black hues, a dusty bronze/gold/beige/orange/brown finish, grey, red, two choices of silver, and white – no green, blue or yellow here.
Of course if you want to further customise your Prado, there are plenty of accessories you can choose beyond rims and floor mats in each of the trim levels.
The genuine accessories list features two options for your choice of bullbar, a nudge bar, snorkel, and you’ll want the cargo barrier if you need to haul your tool kit with you.
Engine & trans
The xDrive20d kicks off proceedings with its 2.0-litre, four-cylinder diesel engine good for 140kW and 400Nm. It pairs with an eight-speed automatic that shuffles its power to all four wheels. The combination will serve up a 8.0sec sprint to 100km/h (though it doesn't feel that fast).
Step up to the petrol-powered xDrive30i, and you'll find a 2.0-litre, four-cylinder unit nestled under the bonnet, producing 185kW and 350Nm, which is paired with an eight-speed "sport" automatic. It too sends its power to all four wheels, and will trim the sprint to 100km/h down to 6.3sec.
But our pick of the current-engine bunch is the xDrive30d, which makes use of a six-cylinder diesel engine good for 195kW and 620Nm. It pairs with the same eight-speed "sport" automatic as the 30i, but produces a sharper sprint to 100km/h of 5.8sec.
Toyota Land Cruiser Prado7/10
Every variant in the Prado range is powered the same engine, with the same size - a 2.8-litre four-cylinder turbo-diesel engine. The entry-grade models (GX and GXL) have the choice of a six-speed manual or six-speed auto, while the top two grades (VX and Kakadu) are auto only.
There are no changes to specifications for power outputs of the diesel drivetrain, be it the manual gearbox with retained power and torque outputs of 130kW/420Nm, or an automatic transmission, which bumps the torque spec up to 450Nm.
Competitor SUVs out there can be had with more power and torque – even some that are smaller, like the Holden Trailblazer (2.8-litre turbo-diesel, 147kW/500Nm).
Unlike a lot of those other competitors, though, the Prado runs a permanent four-wheel drive (4WD or 4x4) set-up with 4H and 4L modes – there’s no 4x2 mode. You need to get an automatic to be able to get a rear diff lock, and even then it’s not available on the base model GX. So, manual gearbox enthusiasts need to think twice.
Some buyers may not be too impressed by the Prado’s comparatively low braked towing capacity weight of 2500kg (750kg un-braked) for manual models – but the automatic pushes that braked capacity to 3000kg, which is what you’ll likely need for a big off-road caravan. Our test vehicles didn’t have a towbar, so there’s no towing review here.
And there’s no argument for petrol vs diesel, as the 4.0-litre V6 has been axed. And there’s never been an LPG model here.
You might want to check out our Prado problems page for any relevant information on potential diesel engine problems or issues with injector performance, automatic transmission or clutch / gearbox problems, suspension issues or cruise control complaints. And any concerns over diesel particulate filter problems should be allayed by the addition of a new DPF forced burn-off switch, to give a manual override control to the owner.
Timing belt or chain? The 2.8-litre engine has a chain, thank you very much.
The petrol variant - the xDrive30i - sees fuel use climb to a claimed/combined 7.6L/100km, with emissions a claimed 174g/km. Finally, the biggest diesel should return 6.0L/100km (claimed/combined) and 159g/km of C02.
Fuel tank size is 60, 65 and 68 litres respectively.
Toyota Land Cruiser Prado8/10
Toyota claims diesel fuel consumption of 7.9L/100km for the manual Prado, while the automatic model uses 0.1L/100km more, claiming 8.0L/100km.
Realistically you can expect fuel economy around 9.5L/100km in most situations, or a tad more if you’re running around with adults accompanying you in the other four seats.
If you venture off-road the fuel use number will probably rise to about 11.5L/100km, which is pretty good given the size of the Prado. Towing will likely see that figure jump a tad, but not to excessively high levels (depending on the weight of what you’re towing, of course!).
The Prado’s huge 150-litre fuel tank capacity (with an 87L main tank size and 63L sub) will assure long range mileage between visits to the pump, but expect a big bill if you run it to empty. If you get the flat tailgate version of the GXL, VX or Kakadu, you will only get the 87-litre capacity, which will still be able to get you plenty far. And it's a little bit smaller (length is down from 4995mm to 4825mm) and lighter (reduced about 60kg across the range), so you may even see better fuel consumption, not to mention easier parking in small spots.
As mentioned above, there’s no petrol option anymore.
It's actually pretty hard to go too far wrong in the premium mid-size SUV market at the moment, with the other Germans especially kicking all sorts of goals. And happily for BMW, this new X3 is packing the right skillset to launch right into the thick of that field.
We spent the bulk of our time in the biggest diesel, the xDrive30d, and it's so impressively smooth, quiet and effortless in its acceleration that you can genuinely forget you're driving a diesel at all. The smaller diesel lacks the outright punch to overtake quickly and cleanly, and is probably better suited to city life, and while the sole petrol option improves matters, its the rich stream of torque on offer from the big six-cylinder diesel makes it our pick of the bunch.
The eight-speed transmission is a treat, too; silky smooth in its changes, and quick enough to feel near-enough telepathic when you plant your right foot.
Plenty of work has gone into improving the ride, handling and NVH, or in other words, how quiet and cosseting the interior is, and even on loud road surfaces the cabin is impressively quiet, and the standard suspension strikes a handy balance of supple and sporty, so much so that, even on the twisting stretches of tarmac, there's seemingly no need to lean on the optional adaptive dampers (leaving a handy $1900 in your pocket).
But the big news in the cabin is the adoption of BMW's Driving Assistant Plus (BMW's autonomous technology) as standard on the 30i and 30d, meaning you can drive hands-free for up to 40 seconds. It's not infallible, of course, and will only work consistently when there's clear road markings, but it's a very handy safety net.
Toyota Land Cruiser Prado8/10
If you plan on spending the vast majority of your time on paved surfaces – be that running around town or cruising country highways – you ought to choose the GX, GXL or VX models.
Why? It all comes down to the Kakadu’s suspension system. It’s undeniably brilliant when it comes to scrambling up craggy hills, especially if there are heaps of offset bumpy sections because of the way it can adjust the anti-roll bars. Admittedly there is adaptive front and rear variable suspension (not air suspension) on the Kakadu, but even in the most passenger-friendly Comfort setting it isn’t as comfy as it should be, with the four-link rear suspension abruptly rebounding over bumps. The front suspension is a trailing arm double-wishbone type, and it is more resolved over bumps.
It is ridiculously capable when it comes to off road ability, with the permanent 4WD system (with 4H high range and 4L low range), a locking rear diff, and the brand’s dependable drive-mode selector system allowing for assured progress on gnarly surfaces.
That said, it mightn’t be quite as terrific as it once was: we didn’t get the pre-facelift model and the new model together for a head-to-head, but the numbers don’t lie: the new-look Prado has worse approach and departure angles vs the old one. The approach angle is now 30.4 degrees, where it used to be 32.0deg, and the departure angle is now 23.5deg (was 25.0deg). Ground clearance is down by a millimetre, to 219mm.
And while that anti-roll bar adjustment certainly makes the Prado Kakadu hold itself flatter through a series of sharp corners, that’s not what this SUV is all about. Nor what this review is about.
In the lower-spec models there is better bump absorption – the smaller alloy wheels help, though we know some buyers will be tempted to upsize to 22-inch chrome wheels…The steering response largely remains the same between the four variants – the wheel action is light and easy to twirl at lower speeds with a decent turning circle of 11.6m, and it has good weighting at highway pace, too.
And no matter which model you choose, you’ll be getting a diesel engine that feels suited to day-to-day life: the 2.8-litre four-cylinder turbo unit isn’t excessively grunty, but with the clever six-speed automatic the Prado definitely offers enough punch to jump a gap or two in traffic.
Even so, I have often thought to myself ‘there is no faster car on the road than a Prado driver who is late to drop the kids at school’ – and the performance lives up to that expectation. There’s some turbo lag to contend with from stand-still, but its roll-on acceleration is convincing below 70km/h.
It isn’t quite as sprightly once you get above that, presumably because aerodynamics starts to play a more integral role in forward progress. But realistically if you want to know what 0-100km/h acceleration it’ll do, or what top speed it’ll hit, maybe you shouldn’t be looking at a Prado.
My biggest annoyance with the Prado is its brake pedal feel. While the response from the stoppers is good, the squelchy feel of the pedal and the fingernails-on-a-blackboard screechiness as you apply pressure is frustrating. The body of the Prado can pitch forward when you apply the brakes, too.
The safety story starts with six airbags (dual front, front-side and curtain), as well as cruise control, lane departure warning, blind-spot monitoring and a city-speed auto emergency braking system that detects pedestrians that BMW calls its Approach Control Warning. You’ll also find parking sensors front and rear, a reversing camera and a parking assistant function that will tell you if you’ll fit in a parking space, all of which arrives as standard on the xDrive20d.
Stepping up to the 30i or 30d adds Driving Assistant Plus, which includes Active Cruise Control with AEB, cross-traffic warning and steering and lane assistants that form part of BMW’s autonomous package (the same that appears on the 5 series), and that will allow you - in the right conditions - to take your hands off the wheel for spells of 40 seconds.
The X3 was awarded the maximum five-star ANCAP safety rating when tested in 2011, but the new-generation model hasn't been tested yet.
Toyota Land Cruiser Prado8/10
The facelifted Prado model hasn’t been crash tested by ANCAP, but this generation was tested all the way back in 2010, when it scored the maximum five-star safety rating. It is unlikely the facelifted version will get the crash-test treatment again.
The manual models miss out on the added safety gear that every automatic Prado gets as standard as part of the update, which is disappointing, and you don’t even get a hill-hold function on the base model GX.
Manual or auto, the Prado comes with a reversing camera with active steering guidelines and rear parking sensors. All Prado models have seven airbags (dual front, front side, full-length curtain, driver’s knee), stability and traction control, ABS, EBD and trailer-sway control.
If you step up to the VX you also get blind-spot monitoring and rear cross-traffic alert, not to mention the surround-view camera and low-speed off-road front-view camera, and front parking sensors. The Kakadu model gets the lot, plus all of the off-road hardware and tech.
Parents will appreciate the two second-row ISOFIX child-seat anchor-points.
Toyota Land Cruiser Prado6/10
Toyota’s unbreakable reputation is well founded, and reliability issues are reportedly few and far between. The brand offers an expansive dealer network providing access to professional Toyota care pretty much anywhere you think you’ll take your Prado.
The company isn’t unbeatable for warranty cover, however. It offers the bare-minimum three-year/100,000km plan for all of its cars, utes and SUVs.
Likewise Toyota’s maintenance schedule remains annoyingly short - intervals are every six months or 10,000km, which could be painful if you do a lot of mileage. At least the visits are affordable, with service costs capped at $240 each time for the first three years/60,000km.
Resale value is hard to argue with for the Prado – and most Toyota’s for that matter. But if you’re concerned about a used car purchase maybe check out our problems page for common problems, issues, faults and complaints about the Prado.