Toyota Prado GXL 2025 review: snapshot

Sitting above the GX, the LandCruiser Prado GXL will make up more than 50 per cent of 250 Series sales in Australia, says Toyota.

It makes sense on paper, with niceties like heated and ventilated front seats, synthetic leather upholstery, eight-way power adjust driver's seat, a 12.3-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto along with seating for seven occupants.

With the new Prado's enhanced off-road capability and greater sealed road comfort, the latest GXL should make the ideal fit-for-purpose family vehicle.

But all is not perfect. Because this body-on-frame Prado needs to accomodate a 110-litre fuel tank, 17.4-litre AdBlue tank, full-size spare tyre, hybrid battery and a pair of chairs out back, there's no space to put fold the third row below the floor. That means even when not in use, there's another 100mm added to the boot's load height. To keep the floor flat with the third row stowed, Toyota has implemented flimsy plastic boxes – far from an ideal solution.

It is a shame but don't let it put you off the Prado. The rest of the cabin is fantastic. In the front there are plenty of soft, squishy materials including knee pads on the transmission tunnel. Two cup holders in the centre are a good size, the door bins accept a one-litre bottle and there's a deep centre cubby.

The second row has good leg and headroom with an excellent view out thanks to a 30mm lower window line than the old car. Annoyingly, there's a piece of hard black plastic on top of the transmission tunnel, making the middle seat (that doubles as an armrest) quite uncomfortable.

There are two more USB-C ports in the second row, matching the two in the third and three up front for seven total charging points. The second row also gets its own climate zone for a total of three, with vents in the roof to easily cool your face instead of knee caps.

Accessing the third row is made pretty simple by the generous door aperture and tumble-forward 60/40 split backrest. Once back there, space is at a premium, though, compared to monocoque alternatives such as the Hyundai Palisade.

Under the new, sculpted aluminium bonnet, the Prado packs a familiar 2.8-litre turbo-diesel four-cylinder. Like in the updated HiLux, the '1GD-FTV' gets a 48-volt integrated starter-generator system to extend engine start-stop times and improve fuel efficiency to 7.6L/100km. Outputs are still the same, though with peak power 150kW and torque 500Nm.

A new eight-speed automatic shift smoothly and decisively, also bringing a lower first gear (almost negating the need for low range) and taller cruising gear. Along with the 30 per cent stiffer body and frame, the Prado is now certified to tow a 3500kg braked load.

At speed on sealed surfaces, the GXL's 18-inch alloy wheels, all-terrain tyres and passive dampers are so well matched. The way it shrugs off huge pot holes yet retains body control through lumpy corners is fantastic. Quiet, too, with minimal wind noise despite what the retro boxy shape suggests.

Also going against the visual theme are the latest safety aids, including nine airbags, lane-trace-assist, driver-attention monitoring, speed limit assist, adaptive (or regular, thankfully) cruise control, rear cross-traffic alert and more. Crucially, the systems did not beep and bong constantly like some other brands attempts, and are easy to disable.

Perfectly-calibrated stability control and ABS systems give you nearly as much confidence on unsealed roads, aided by the full-time 4WD system with a lockable torsen centre differential.

On slower, technical terrain, the GXL gets the job done with seamless Crawl Assist and clever off-road traction control, yet it is missing a locking rear differential. The clearance stats aren't amazing, either; approach and departure angles are 31º and 17º and the 210mm ground clearance saw us tickle the top of a termite nest.

The Altitude, with its locking rear diff and stabiliser disconnect, is the choice for hardcore off-roaders. In all trims, the chunky controls are laid out in a straightforward manner.

What all will appreciate is the new electronic power-assisted steering system. It has 3.24 turns lock-to-lock and varies the level of resistance depending on speed, making for an effortless drive at low speeds — be it parking in the multi-storey or scaling a 30-degree rock — while weighting up at 100km/h.

Like the Prado that came before, maintenance is due every six months or 10,000km at a price of $390 per visit for the capped price period. The Prado has a five-year/unlimited kilometre warranty that can be extended to seven providing the 4WD is serviced on time.

Does the GXL still deserve to be the most in-demand Prado? On paper, yes, with a reasonable asking price and extra practicality of seven seats. Yet the GX's more usable boot, lower price, and nice cloth upholstery means it is worth a look when shopping at this end of the Prado range.