Toyota Fortuner vs Toyota Prado

What's the difference?

So, after a week of driving the Toyota Fortuner Crusade, did it have a podium finish for my family?

I was hopeful, but no. The driving performance was mixed and only being able to fit two car seats will limit flexibility for younger growing families. I don't like the way the third row is stowed as it makes the boot a bit awkward to use. Combined with the retro-feeling tech and short servicing intervals, there can be some improvement here, especially in a market that is surging forward with all of those elements. I did enjoy the high driving position, safety features and the forgiving suspension, though. 

My son liked the 'Feverish Red' colour and that he didn’t need my help to climb in and out of it.

The new Prado has nailed the brief. It manages to leap ahead in diametrically opposed areas; not only is it far more refined, comfortable and confident on road, it makes off-roading easier than ever before and can tow more weight. 

While the cabin layout, design and practicality is mostly excellent, the seven-seat versions’ boot has issues. You may not be put off by the high load lip or uneven floor but I’d recommend properly poring over the new Prado in person before taking the plunge. 

Despite carrying over an engine, it feels like the biggest step in Prado’s history. Expect the appeal of this effortless, rough-and-tumble 4WD wagon to resonate with Prado fans and a whole new urban buyer. Get ready to see an awful lot of these on Australian roads soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The drive route took place on the traditional lands of the Larrakia, Murumburr and Jawoyn people and CarsGuide pays our respects to Elders past and present. CarsGuide would also like to thank Joshua Hunter, a Jawoyn Traditional Owner of the Wurrkbarbara clan, for his generosity.

Nothing discernible to me has been changed since the last model but let me paint the picture for you. Imagine a dual-cab HiLux with a boot and you’ll come up with something similar to the Fortuner.

It sits proudly at 1835mm tall. The sides are almost slab-like and it's squared off at the rear, which the chunky C-pillar and dark windows do nothing to detract from. It’s definitely prettier up front with a nicely tapered bonnet.

City-dwellers need not beware, at 4795mm long and 1855mm wide, it’s accommodating in a tight car park.

The interior is classically Toyota. Everything is where you expect to find it but it’s lacking some wow factor. There are a lot of hard plastics throughout that highlight this.

With tech, trims and ambience all getting upgraded in the market, the interior is a bit of a let down.

However, there’s a certain comfort in seeing a traditional gear shifter, handbrake and manual clock in an off-roader. In my mind, it lends a certain weight to the vehicle's capability.

Sitting on Toyota’s GA-F ladder frame platform, the Prado’s dimensions have changed dramatically. With a 60mm longer wheelbase, Toyota has minimised the Prado’s front overhang giving the impression of having a wheel in each corner. 

Looking back to the past helped influence the Prado’s appearance, with more horizontal and vertical surfaces. It has the appearance of beings carved back from a block of clay, with sharp lines in relief giving the shape tension and purpose. 

By stepping the window line down 30mm and raising the seat position 20mm, Toyota has improved the sense of space inside the Prado’s cabin dramatically. Partially a nod to past LandCruisers, the new Prado is not only better looking, but more practical, too.

The interior isn’t terribly practical for a seven-seater, so there’s room for improvement. And that seems to be the running theme for the Fortuner.

First and second-row occupants will enjoy the most room but it’s best to think of the third row as 'sometimes seats'.

It was easy for my six-year old to get in and out with the side steps, and he had a great view from the wide rear window.

Individual storage is good with a double glove box, cooled middle console, two cupholders and drink bottle holders in the first and second rows plus an extra two retractable cupholders in the dash (hurrah!). Third row occupants miss out on them completely, though.

However, I think the storage bins and map pockets are a tad too shallow to be that useful.

The boot space is on the smaller side and the way the third row stows on the side encroaches on the space and creates a large blind spot on an already chunky C-pillar.

With all three rows in action, there is 200L of cargo capacity available, but you can stow the third row to get 716L. If you want maximum cargo capacity, the middle seats can also be folded and that figure jumps up to 1080L.

The tech feels retro and not in a good way. The 8.0-inch touchscreen multimedia system is plain on the graphics and laggy, plus on the smaller side for the market now.

It also only has wired Apple CarPlay and Android Auto but it's fairly easy to connect.

Also, there is only one USB-A port in the whole car and no wireless charging pad. You do have a couple of 12-volt ports and a handy 220-volt plug for when you’re camping or something but that’s it for charging, which is surprising for a family SUV nowadays.

Only two grades of Prado are available in five-seat guise, the GX and off-road focused Altitude. And although, on paper, the seven-seat option makes more sense, it brings one of the Prado’s biggest flaws. 

Toyota quotes a vast 906L space with the third-row folded in seven-seat versions (and much smaller 182L space will all seats up) but the reality is less appealing. Because Toyota had to package the 'V-Active' system’s battery under the boot floor, the sixth and seventh seats sit proud about 100mm when folded. 

A flimsy plastic riser box with storage space brings the floor level up when the third row is stowed. It may be a good spot for wet swimmers or valuables, but it dramatically increases load height. It is also only rated to carry a maximum 60kg load. The third row can’t be easily removed, either. This isn’t the most elegant solution. 

The Prado’s five-seat layout is more practical for touring than the small increase in boot space (954L) suggests, with a lower load threshold and more useable space. Fold the second row flat and the load area is close to, if not quite, flat, and space increases to 1895L (1829L in the seven-seat). 

Payloads take a circa-100kg nosedive coinciding with a weight increase of about 270kg over the old car to between 2495-2595kg.

It means the Prado 250 Series can only carry between 580kg (Altitude) and 615g (GXL) before breaking over the gross vehicle mass (GVM) rating.

Still, improved chassis stiffness and a new transmission mean the braked towing capacity jumps 500kg to 3500kg.

And then we come back to the overwhelming positives in the Prado which continues in the cabin which is leaps and bounds ahead of its predecessor. 

That said, it doesn’t go overly-digital like GWM’s Tank 500, maintaining physical controls for low-range, locking diffs, drive modes, crawl control and, most important of all, the HVAC and seat temperature controls. 

Every Prado has 12 cupholders, including two in the front centre console. The door bins are a little small but a refrigerated centre cubby (GXL and above) means you can keep bottles of water nice and cool. 

Material quality is stand-out, even the GX has lashings of squidgy rubber and synthetic leather trimmings on the dashboard and door cards. GXL and above get squishy knee-pads on the transmission tunnel, too. Only the too-low armrests and a driving position geared towards shorter drivers are worth the smallest of complaints. The seats, though, are very comfortable no matter the grade.

The Prado’s second row has plenty of knee room for me (188cm) but the floor is set quite high, compromising comfort for taller occupants. There’s also hard plastic cladding on the transmission tunnel that impacts middle seat comfort. A fold-down armrest, 60/40 split backrest with several levels of recline, third climate zone (in GXL and above), face-height vents, two USB-C charge points and a 12-volt socket mean it’s pretty comfy in the back.

With tumble-forward second-row seats and a big, square door mean getting into the Prado’s third row is easier than before and simpler than a Ford Everest. Once back there you’ll find four more cupholders, two USB-C charge points and adjustable backrest decline. Again, the high floor means it isn’t suitable for carrying seven adults great distances.

For child seats, the Prado has ISOFIX tabs on the outboard second row seats and a total of three top tether anchors for the second row. 

Grade for grade, the 2025 Toyota Prado has jumped in price significantly with the GX $9670 more than before and top-spec Kakadu $12,552 dearer. 

Despite the same basic engine, there is justification with classier recycled cloth upholstery in the five-seat GX ($72,500), ice cold dual-zone climate control, a strong 10-speaker sound system and 18-inch alloy wheels. 

Auto LED headlights, manual seat adjustment, keyless entry, auto wipers, five USB-C charge points, a 7.0-inch digital driver’s display and generous 12.3-inch multimedia touchscreen with 12 months of Toyota connected services along with wireless Apple CarPlay and Android Auto make the GX feel like a mighty complete specification.

That said, it still has manual seat adjustment, a urethane steering wheel and rubber floor mats but then it is the workhorse. Practicalities like 12 cupholders and 220-volt three-pin power outlet in the boot mean it’s fit for purpose. 

The Prado GXL ($79,990) is what most will think of as the minimum family trim with roof rails, a power tailgate with rear window hatch, heated and ventilated front seats, synthetic leather upholstery, eight-way power adjust driver’s seat, leather-accented steering wheel and shifter, a total of seven USB-C charge points and a wireless smartphone charger. 

The next step is the VX; a more luxurious urban-oriented trim that gets a different (and a little ugly) ‘Lux’ front grille reminiscent of the old Prado, 20-inch alloy wheels, body colour wheel arch and body trims and Bi-LED headlights with auto levelling and high beam. 

For its near-$90K asking price the VX’s cabin bumps the digital cluster to 12.3 inches, adds leather-accented upholstery, power lumbar adjust for the driver, four-way power passenger adjust (without height), a refrigerated centre cubby, carpet floor mats, power-adjust steering column, a 14-speaker JBL sound system — that isn’t a huge upgrade — and terrain monitoring cameras.

Visually closer to the GXL with the square grille and ‘TOYOTA’ lettering, the $92,700 (before on-road costs) Altitude is Toyota’s off-road focused model. It’s also probably the best looking, available in two exclusive paint colours ('Tanami Taupe' and 'Ningaloo Blue') and riding on tough matt grey multi-spoke 18-inch alloys with Toyo Open Country all-terrain tyres. 

Inside it’s much like the VX, though upgraded with a heated steering wheel, digital rear-view mirror and a sunroof. It loses tyre pressure monitoring, oddly, but picks up a locking rear differential, passive dampers and front stabiliser bar disconnect. 

Right at the top of the tree is the Kakadu which pairs the VX’s exterior appearance with illuminated side steps, a panoramic sunroof, heated and ventilated rear outboard seats and a Torsen limited-slip rear differential.

All Fortuner models share the same 2.8-litre, four-cylinder, turbo-diesel engine but it’s the main star that perfectly complements the 4WD system.

With a maximum output of 150kW and a massive 500Nm of torque, most weekend adventures can be pursued. It also doesn’t feel like you’re digging deep for that power, which is great.

The six-speed auto transmission is fairly smooth but occasionally the pick up is slow, so I wouldn’t be zipping across traffic in this. 

This is not a hybrid, I repeat, not a hybrid. That’s what Toyota keeps saying, at least, even though the Prado’s 48-volt ‘V-Active’ Australian-honed integrated starter generator system is what some other manufacturers call ‘hybrid’, or ‘mild hybrid’. 

There’s an 8.4kW/65Nm electric motor generator powered by a small 4.3Ahr battery that contributes to mildly improved acceleration and extended stop-start cycles. Toyota says changes have been made to the diesel engine, including a new turbocharger, higher flow injectors and changes to the block and head. 

None of the tweaks increase the Prado’s ‘1GD-FTV’ 2.8-litre turbo-diesel four-cylinder’s power and torque outputs beyond 150kW (at 3000-3400rpm) and 500Nm (1600-2800rpm).

Turbo-diesel V6s in the Ford Everest and larger LandCruiser 300 Series easily outpunch the Prado, yet it still makes assured progress when lightly loaded. Additionally, the suppression of the engine’s vibrations and noise is much improved.

A new eight-speed automatic transmission gets a lower first gear ratio and taller cruising gears. Toyota says the shifts are 25 per cent faster than the old six-speed, from the driver's seat they feel slick and confident. There are fewer early down changes, too, making for a smoother drive. 

Toyota does not claim a 0-100km/h sprint time for the new Prado but it doesn’t feel meaningfully quicker than the old car, which got there in a bit more than 10 seconds. The Prado will go onto a top speed between 165km/h (GX, GXL), 170km/h (VX, Kakadu) and 175km/h (Altitude). 

The official combined cycle fuel number is 7.6L/100km. Real world testing saw my figure at 9.1L and I covered a good mix of urban and open road driving this week.

Considering its size and that it’s a turbo, I thought it was fairly efficient for how I drove it, but it could be better given it’s a diesel.

The Fortuner has an 80L fuel tank with an approximate range of 880km, using our on-test average fuel economy figure.

For all that electrification and engine improvement, the new Prado’s combined consumption figure falls only a whisker from 7.9L/100km to 7.6L/100km. We saw about 10L/100km on the Prado’s trip computer during a mix of rural highway and dirt road driving. 

To combat NOx emissions, the Prado’s Euro 5 compliant diesel now gets a 17.4-litre AdBlue tank. Toyota says the Prado will use around a litre of AdBlue every 500km, meaning it will need a top up once every 8500km, depending on driving style and conditions. 

The other thing to note about the 250 Series is its reduced fuel capacity. Having only an underslung full-size spare wheel and battery to package means no extra tank and a maximum of 110 litres of diesel onboard, instead of 150L. That’s still easily enough for a 1000km driving range from a fill-up, though.

Mostly okay but there are points to consider for long-term use.

We’ve already covered that the engine has enough grunt for off-road pursuits but I enjoyed the torque because it means it's fairly easy to maintain a consistent speed on hills, which isn’t always the case for large SUVs.

However, the steering feels heavy at lower speeds. It makes the car feel older than it is and cumbersome to turn in car parks.

I'm not a fan of the steering wheel, either. The leather is hard/rough and the wood panel insert at the top is slippery, which is an odd combo for an off-roader where you want to stay very much in control.

The taller centre of gravity does give some roll in corners but it’s also not the sort of car you go hard in on bends, anyway. So, that's not surprising.

However, the Aussie suspension tuning gets an A+ because the ride comfort is good and you won’t really notice potholes or bumps.

This has a 360-degree view camera set-up with guidelines but the image is disappointingly blurry for a top-spec model. 

There’s no doubt the Prado has some niggling issues but none of them manage to compromise the driving experience. It is head and shoulders above the vehicle it replaces and a perfect complement to the bigger 300 Series.

Immediately I noticed the light steering in the car park. This is the first LandCruiser product ever with electronic power-assisted steering (funny Toyota managed to hang on longer than Lotus).

No longer are you lumbering an over-sized tiller through your hands when zig-zagging between trees, the new 3.24 turn lock-to-lock system is light, accurate and makes the Prado instantly agile. 

And yet when cruising pockmarked NT roads at the posted 130km/h speed limit there’s no dead-zone and plenty of heft off-centre to smoothly deal with crosswinds and cambers.

The other benefit is massively reduced kickback on high-speed dirt roads and when crawling over rocks. There really are no drawbacks here.

Despite its roughly brick-shaped frontal area the Prado manages to cut its way quietly through the air with no whistling mirrors or trim pieces. The eight cabin mount cushions have been revised to further eliminate suspension feedback in the driver’s seat. 

Braking is strong with improved four-piston front calipers clamping 354x32mm ventilated front rotors and single piston sliders wrapped around 335x20mm ventilated rear discs. 

The ride is superb with passive dampers and 18-inch alloys as on GX, GXL and Altitude. Excellent bump absorption meets a confident posture through high-speed corners. On dirt, the Prado deals with surprise drainage ditches and pot holes beautifully with no more than a dull thud reaching occupants.

With adaptive dampers, the 20-inch alloy-wheeled VX and Kakadu have five on-road drive modes instead of three: 'Eco', 'Comfort', 'Sport', 'Sport S+' and configurable 'Custom'. In Comfort, low-speed plushness is next level with almost friction-free travel over speed humps and knobbly rocks. 

Things can get busy on really bumpy roads at 100km/h-plus in Comfort, so it’s best to trade some of that lush travel for Normal’s increased body control. Sport and Sport S+ make the dampers firmer and transmission more aggressive, though this doesn’t suit the Prado’s long-legged charm. 

Toyota has hit the nail on the head for on-road dynamics and comfort, then, but what about capability on rough tracks and trails?

The basics are all present and accounted for. All Prados have permanent four-wheel drive, a low-range transfer case and locking centre differential.

Activating off-road aids is easy with switches all gathered near the gearshift on the centre console and they’re faster than ever — low-range engages in about two seconds and the centre differential now locks 24 per cent faster, says Toyota. 

With track width increased by 79mm up front and 83mm at the rear and the longer wheelbase, the new Prado is more stable, too. A winding access road through Kakadu National Park with unsighted bends, bumps and mud-splashes highlighted the poise of the chassis and precision of steering, all inspiring huge confidence in the Prado’s abilities. 

The four-link live rear axle remains with coil springs all-around remains but a newly-developed double wishbone front suspension with a longer stroke, greater caster and aluminium knuckles adds 10 per cent more front wheel articulation. 

Approach angle improves to 31 degrees but departure drops to 17 degrees and wading depth is 700mm. While the 210mm ground clearance saw our GXL scratch its underbelly on a termite nest, the higher-riding VX, Altitude and Kakdu have a bit more breathing room at 221mm. 

With a 30 per cent stronger body and frame, the local engineers who worked on the new Prado’s development claim the lack of locking rear diff in GXL and VX doesn’t impact the capability of the new 4WD. The main snag we noticed was the departure angle. 

The GX and GXL get 'Downhill Assist Control' (DAC, high-range) and the clever 'Crawl Control' system (low-range) that works as an off-road cruise control, of sorts.

Using the drive mode select wheel, the speed of the car can be controlled without worry of bouncing around on the throttle or brake. Unlike the old system, the ABS pump is really quiet.

Adaptive damper-equipped trims and the Altitude get the latest iteration of Toyota’s well-regarded multi-terrain select. In high-range you can select 'Auto', 'Mud', 'Sand', 'Dirt' and 'Deep Snow' and in low range Auto, Mud, Sand and 'Rock', all of which augment traction control and response for the various conditions. 

A mogul control program makes the ride smoother on bumpy terrain while the new 360-degree and terrain-view cameras show a feed from beneath the body to avoid nasty rocks.

The biggest challenge was dished out to the Altitude off-road flagship, with no GR Sport (at least for now). Equipped with all-terrain tyres, a locking rear differential (that actuates in just 0.15 seconds) and an electronic front stabiliser disconnect system that adds another 10 per cent front axle articulation, the Altitude absolutely cruised up, around and back down the rocky outcrop. We’ll need to find a bigger challenge. 

The Altitude can be tricked up even further with Toyota genuine accessories, including a roo bar (with body colour option) and integrated winch. We’ll be sampling one early next year on our well-known off-road loop, so stay tuned to see how it compares to other rivals.

For now, what is impressive isn’t necessarily how far you can take the Prado on tricky terrain, but how calm and relaxed it feels eating up rough conditions.

More and more, safety is becoming a byword for systems that incessantly beep, bing and bong offering more a stressful soundscape than genuine help. In Prado's case, things are different. 

It may not have an ANCAP crash safety rating yet, but as it is equipped with nine airbags, auto emergency braking, blind-spot monitoring, lane-keep assist, rear cross-traffic alert, driver-attention monitoring and occupant alert, the Prado is off to a strong start. All trims get these safety features, too. 

The calibration suits Australian roads and driver standards with the only warnings we noticed being a few tugs at the steering wheel to stay within the lane markings and a gentle suggestion to take a break after two hours behind the wheel. 

Plus, they’re pretty simple to disable. When off-roading, there’s a single button that disables those that can get intrusive on tight trails, such as low-speed AEB and rear cross-traffic alert.

You need to dive through the digital driver’s display to disable the parking sensors which sound like an RSL pokies room when you’re passing low-slung bushes. 

The stability control (tweaked depending on drive mode) steps in gently to correct any wrong-doing on dirt and still lets you power out of boggy situations. Also, the ABS system is very effective and silent at work, helping keep the brake pedal feeling confident no matter the surface. 

Ongoing costs are always something to consider and the Fortuner comes with a five-year/unlimited km warranty, which is standard for the market.

Unfortunately, it only comes with a three-year capped-priced servicing plan, which is unusual for this class.

The services are affordable at $290 per service but the intervals are painful at every six months or 10,000km, whichever comes first. 

Toyota backs the Prado with a five-year/unlimited kilometre warranty from the factory. Providing the 4WD is serviced on schedule, Toyota will extend this warranty to seven years.

Maintenance is due a little more regularly than your run-of-the-mill family seven-seater like a Toyota Kluger or Hyundai Palisade but that is to account for the Prado’s heavier use case. It is capped at $390 a visit with Toyota calling for the car to return every six months or 10,000km.

Another clever feature is the Prado’s front end, which is split into smaller sections including the fog light bezels, lower valance and grille, which can be replaced individually if damaged.