Toyota Fortuner VS Toyota Land Cruiser Prado
- Sturdy, unusual looking 4x4 wagon
- Price cuts make it better value
- Quiet and comfy on-road
- No driver aids anywhere in lineup
- Engine works hard up the rev range
- Third row seating compromises practicality
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 you remember the Toyota 4Runner from the 1980s, then you’ll totally get the Fortuner.
For those of you born before the advent of the mobile phone, the Fortuner wagon is based on the same platform as the HiLux ute, save for its coil-spring rear suspension.
The cost of a Toyota Fortuner has taken a huge cut for the 2018 model year, and it’s gained a couple of tweaks along the way. Let’s do a model comparison of the range in more detail.
|Engine Type||2.8L turbo|
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|
Toyota Fortuner 7.4/10
Dropping the price of the Fortuner range will improve its fortunes – but it will no doubt upset customers who bought them at first blush.
The Fortuner is an interesting device; it’s civil enough around town but its skillset really lies in the bush or the snow. While the entry grade GX is the pick if you’re intending to use it in the dirt a lot, we’d probably favour the mid-grade GXL if we were staying on the tarmac for the most part. The Crusade is nice, but its spec level over and above the GXL isn’t that compelling – although the LED headlights are brilliant.
Is Toyota's Fortuner on your seven seat 4WD SUV short-list? Tell us in the comments 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.
Toyota Fortuner 7/10
The exterior design of modern 4x4 wagons runs the gamut from the straight-bat Isuzu MU-X all the way through to the radical and unorthodox Mitsubishi Pajero Sport.
The Fortuner sits somewhere between those two extremes. It's certainly not something that you'd miss in a car park, but it's not quite as… erm, challenging as something like the Pajero Sport.
The LED headlight array and extra chrome on the Crusade may not appeal to some, but as a package, the Fortuner looks futuristic and quite resolved, without the need for a bodykit (except side steps).
Inside, it manages to hide its commercial origins quite well across all three grades. However, there are still some hard plastics within view, including on top of the door cards and centre console bin, which can be irritating should you rest your elbow there on longer trips.
Thankfully, we can report, that the centre console bin lid is padded in the Crusade. Cheaper versions of the Fortuner have seen us actually tape pieces of foam mat on top of the lid in the search for extra comfort.
It's a bit early to talk second hand price, but the Fortuner will take a hit in resale thanks to the cut.
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.
Toyota Fortuner 7/10
In terms of dimensions and size, the 4795mm-long Fortuner is a centimetre longer and 30mm wider than the Pajero Sport, but it’s almost 100mm shorter than the big Everest.
It’s sold as a seven-seater, with two fold-down seats in the rear (folding up and into the sides of the cargo area).
It’s not a very practical way to carry them when stowed, though, as the folded seats intrude into the rear interior dimensions significantly. A flimsy hook arrangement secures them in the locked position, and you even need to fold down the inside seat rail before locking them into place.
Boot space drops to 200 litres when the third-row seats are in use, as well, but boot dimensions grow to 1080 litres with the seats stowed. Still, they are a luggage capacity killer. No cargo barrier is fitted.
Once locked in place, the third row can be accessed by tumbling second-row seats forward, but given how low they’re mounted, are only suitable for smaller people.
The second row gets roof vents and a fan control, but there’s no such joy for third rowers. All three rows are covered with the curtain airbag, though.
Row two gets a 12-volt power socket (as well as a proper 220-volt socket in the Crusade) while a pair of fold-up hooks in the front seat backs can handle up to four kilos of shopping bags each.
Legroom is adequate, though the seat base is mounted quite high which intrudes on headroom for taller passengers.
There’s a pair of ISOFIX mounts for a baby car seat and three top-tether points, as well as two cupholders in the centre armrest and bottle holders in each rear door.
Up front, meanwhile, reside a pair of manually operated seats in GX and GXL, and a powered driver’s seat in the Crusade, while an oddly half-wrapped steering wheel on GXL and Fortuner wasn’t a favourite with testers; the shiny veneer finish at the top of the wheel rim was decidedly slippery if grabbed during a parking manoeuvre.
Bottles can be stashed in all doors, while a pair of cupholders graces our auto-equipped tester’s centre console. However, manual-equipped cars miss out on front cupholders all together.
A USB and 12-volt socket are covered by rubber flaps, which along with the heavy duty rubberised floor mats are a hint to the car’s rugged aspirations.
On the negative side, the middle belt on the second row is mounted in the roof, and is a pain to access. It’s a long way up into the cabin from the ground for shorter folks, too, while the folded-up third row seats completely obscure the rear three-quarter windows when stashed.
The centre console bin, too, isn’t padded in the GX and GXL, and as mentioned, gets VERY annoying under your elbow after a couple of hours.
The bonnet, too, is ridiculously heavy. In fact, many people may struggle to lift it high enough to lock the support stay into place.
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
Toyota Fortuner 8/10
The Fortuner comes in three grades, all with the same engine and four-wheel drive (4WD) set-up. How many seats, you ask? Seven, all told.
At the bottom of the price range, the GX costs $42,590 in six-speed manual guise or $44,590 with a six-speed auto. That’s a hefty $5400 cut in price, and it’s been slightly improved for 2018, with 17-inch alloy rims instead of steel wheels, and a set of rear parking sensors to complement the reversing camera.
LED taillights, air con, a cloth interior, cruise control, a chilled bin, a 7.0-inch touchscreen multimedia system and seven seats are all standard. A polyurethane steering wheel, basic multimedia system with Bluetooth (but no nav or Apple Carplay/Android Auto) and rubber mats round out the spec. The old-school radio CD player is a thing of the past, and there's no DVD player.
The $47,490 Fortuner GXL is the beneficiary of a $5500 price cut; it’s now as cheap as the GX was at launch.
Toyota has added a new multimedia touchscreen system, incorporating satellite navigation, to the 2.8-litre turbo-diesel powered GXL, which comes stock with a six-speed manual gearbox. Also on the standard equipment list are, LED tail-lights, air conditioning, cloth interior, a chilled centre console bin, the aforementioned 7.0-inch touchscreen multimedia system with a GPS-based navigation system and Bluetooth, as well as seven seats.
It also has push-button start with automatic door lock and keyless entry, roof racks, a colour TFT display for the dash, hill descent control, roof rails and fog lights over the GX. A half-leather wrapped steering wheel and old-fashioned rubber mats round out the spec.
A six-speed auto is $2000, while an all-leather interior with powered front seats is available for an additional $2500, if you're looking to know how much.
The list price of the Crusade is $5000 cheaper at $56,990, and only comes in auto. It offers a few extras on top of the GXL, including leather seats with heated fronts, padded centre console bin lid and a powered driver’s pew, a JBL-branded multimedia system with 11 speakers, daytime running lights, smart key and more satin-touch interior finishes including around the gearshift.
As with all the Fortuners, it comes with a locking rear diff and high-low range 4WD. Other niceties in the Crusade include a powered tailgate, but no sunroof is offered from the factory.
When it comes to picking one of the three, we’d lean towards the auto-equipped GXL. It has all the essentials with a few nice touches, and really only misses out on a padded centre console bin lid in terms of comfort.
When it comes to colours, the Fortuner comes in black, white, blue, brown, red, grey and silver.
Toyota offers a factory-approved accessories, including a bullbar, snorkel and nudge bar for the Fortuner. Floor mats are rubber, and rims are alloy. You'll need to source your own dual battery system if you want one.
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
Toyota Fortuner 7/10
The (1GD-FTV) 2.8-litre turbo four-cylinder diesel, sourced from the HiLux, offers the same engine specifications, with maximum power of 130kW at 3400rpm and peak torque of 420Nm between 1400 and 2600rpm in manual guise. The automatic version loses 30Nm of that torque value.
If you're wondering if the engine uses a timing belt or chain, it uses the latter. Oil capacity is 7.5 litres. Toyota doesn't offer a 0-100km/h acceleration speed figure for the car.
Linked to an Aisin-built six-speed manual with a well-weighted clutch, it’s a relatively quiet and pleasingly smooth, tractable engine. The six-speed (conventional, torque converter) auto, too, is well matched to the engine's horsepower, and the steering wheel-mounted gearshift paddles were rarely, if ever, employed.
If it came to a question of manual vs automatic, we'd plump for the self-shifter every time.
The Fortuner range comes with a high range 2WD/4WD and low-range 4WD system activated by a dial on the centre console, while a locking rear diff is also standard. As mentioned, suspension is steel springs and dampers, with MacPherson struts up front and a beam set-up at the rear. There is no rear air suspension.
The manual variant also offers a slightly higher braked towing capacity of 3000kg, versus the auto’s 2800kg.
Weights for the car vary between 2110kg and 2135kg, and the gross vehicle mass (car plus payload, including people) is 2750kg – with four average people on board, you’ve got about 400kg of payload to play with.
The gross combined mass (car, trailer, gear and people) for the two transmissions is 5745kg (manual) and 5545kg (auto), meaning the Fortuner can legally tow 2995kg or 2795kg of trailer respectively when it’s fully loaded.
Downball weight (the weight pushing down on the towbar ball hitch) is 250kg, and Toyota recommends the fitting of a weight distribution hitch if you’re hooking up something biggish. Watch this space for a tow test review.
There have been reported problems with the automatic transmission, with fixes in place to improve oil flow via changing a lock ball pin for fifth and sixth gears. As well, the tailshaft in some Fortuners has needed aligning to fix a gear selection problem.
There is no evidence of engine problems with the turbo powered Fortuner at this stage, though anecdotal evidence of fuel injectors lasting only 100,000km has been called out in various user groups.
There are no other common problems, complaints, defects or issues of note.
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.
Toyota Fortuner 8/10
Against a claim of 7.8 litres per 100km on the combined fuel economy cycle for all three grades and both transmissions, we used 66 litres of diesel to achieve a real-world figure of 8.9L/100km over 756km of testing in the GXL.
The dash-indicated fuel consumption figures of 8.6 and 8.9 in the GX and Crusade bear out this claim.
There is an 'Eco' mode button on the dash, but it only changes the throttle map and doesn't really do much for economy; we used it for about 200km on a highway stint and mileage didn't improve noticeably.
When it comes to petrol vs diesel or LPG... wait, it doesn't matter. You'll never get a petrol version.
Its 80-litre tank offers a theoretical range of around 1000km between fills. No long range tank is fitted.
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.
Toyota Fortuner 7/10
All three cars are essentially the same underneath, save for the 17-inch rims on the GX. The Crusade’s 18-inch wheels are fitted with more road-biased tyres, as well.
Instead of load-lugging leaf springs as in the HiLux, the Fortuner uses coil springs and a beam axle to improve ride quality.
We took the GXL for a an extended test, and it was a comfortable and competent alternative to a more car-based SUV.
It’s noisier inside thanks to its dual-purpose tyres, there’s no digital speedo (a strange omission, given there’s a multi-function digital centre screen between the dash gauges), the steering could be more precise at the speed limit, and modern safety aids like adaptive cruise control and blind spot warning would have been nice to have, but we emerged after each leg in good condition.
The long-travel suspension is firm at low speeds, but frees up the faster you go, providing a more comfortable ride over square-edged bumps and rougher roads.
Steering is reasonably direct, though not especially precise, and you need a steady hand to stop it wandering off centre – a trait of most 4WDs of this size, to be fair.
The 2.8-litre turbo-diesel feels strong at part-throttle, and the long travel accelerator pedal is easy to modulate. The engine sounds and feels laboured when it’s put under load, though, and runs out of steam as it nears 3000rpm. Blame the engine size - we're all used to bigger, leggier diesels.
Outside noise is well suppressed inside the cabin, and visibility is largely okay, save for the rear three-quarter view which is completely blocked by those stowed third-row seats.
To test its off-road ability, we ran the Fortuner up and down steep, rutted, gravel-strewn fire roads that would easily defeat a stock SUV. With its locking diff, on-demand low- and high-range 4WD, and a hill-descent switch, the Fortuner was far from troubled, walking down the slope with ease and climbing up again in H4 without drama.
Its ground clearance is 225mm (not 279mm as first stated by Toyota at launch), and has a wading depth of 700mm. Its turning radius is 11.2m.
Its 80-litre tank and approximately 1000km range may not be large enough for remote explorers, though.
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.
Toyota Fortuner 7/10
All grades of Fortuner miss out on AEB, park assist, adaptive cruise control and lane departure warning, but seven airbags, a reverse camera and sensors as well as stability and traction control means it still scores a top five-star ANCAP safety features rating.
It offers trailer sway control as standard across the range, as well as hill descent control on the GXL and Crusade grades.
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 Fortuner 8/10
Toyota offers a fixed service cost program for the Fortuner, which costs $240 per service for the first six services over three years or 60,000km.
Service intervals of 12 months or 10,000km are recommended, and a warranty of three years/100,000km is provided as standard. Toyota doesn't offer extended warranty, but the brand is well regarded for reliability. Just make sure your owner's manual is stamped.
A mid-grade GXL auto bought new in 2016 has lost around 20 per cent if you're looking at resale value.
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.