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What's the difference?
The 2024 Toyota LandCruiser Prado was unveiled in early August and it's set to land in Australia in mid-2024.
It's the first all-new Prado in 14 years and it has many people very excited but, with delays blowing out customer wait-times for new vehicles, is a current seven-seat Prado the better option for you?
Read on.
The Mitsubishi Outlander was launched more than two decades ago and through four generations has proven to be a solid performer in Australia’s highly competitive SUV market.
The latest generation arrived in 2021, which includes petrol-only and petrol plug-in hybrid models, competes in the ‘Medium SUV under $60K’ segment where more than 20 rivals fight for buyers.
Toyota’s RAV4 is the current sales leader, but the Outlander is within striking distance and closely hounded by quality rivals including the Nissan X-Trail, Mazda CX-5 and Hyundai Tucson.
To be such a strong seller in such a competitive market means the Outlander must be ticking many boxes with buyers and Mitsubishi wants them to tick even more, with convenience and safety updates for the 2024 model year. We recently tested one of the top-shelf models to see why the Outlander is such a popular choice.
The Kakadu treatment adds a welcome prestige to the Prado which is already a functional, comfortable daily driver and a very capable 4WD tourer as is.
It's reliably effective off-road and though it lacks the over-the-top macho appeal of something like the 70 Series LandCruiser, it still makes a very appealing platform as a touring vehicle. But this flat-tailgate Kakadu, minus the extra fuel capacity of a Prado with the tailgate-mounted spare, loses tourer appeal due to that fact.
If you choose to opt for a lower-spec Prado you'll forgo some nice Kakadu features – such as KDSS – but it'll still be a Prado after all. Money saved can be spent on aftermarket gear to fit out your new adventure machine.
Or you can wait in line with everyone else for the 2024 Prado...
Apart from the cramped third-row seating (for adults at least) and space-saver spare, it’s difficult to find anything else deserving criticism. The Exceed combines sharp styling, a plush interior and upmarket appointments with the performance, practicality and all-round competence required for the Outlander – particularly in Exceed model grade - to justify its place as a leading contender in Australia’s medium SUV market. Worthy of a test drive and serious consideration.
The flat tailgate Kakadu is 4825mm long (4995mm with tyre mounted on the tailgate), 1885mm wide, 1880mm high, and it has a kerb weight of 2290kg (2350kg for the standard Prado).
The 2024 Prado – or the 250 Series as it's known in other markets – has an identical wheelbase to the 300 Series (2850mm), so it's 60mm longer than the current model's.
That next-generation Prado will reportedly measure 4925mm long, 1980mm wide and 1870mm high, so it's 100mm longer, 95mm wider and 20mm taller than the current Prado.
As mentioned, our test Prado's flat tailgate pack cuts fuel capacity from 150 litres to 87 litres, which results in a substantial drop in driving range. So, it'll factor heavily in the buying decision, especially if the potential owner is keen on off-road touring.
The current Prado's design is less blocky than previous iterations but retains a recognisable Prado chunkiness. If you like your SUVs even more streamlined, but with a healthy dose of retro, you'll have to wait for the 2024 Prado.
Exterior styling is richly contoured with fine attention to detail in the bold multi-element design of the grille and headlights that projects a prestige look.
The sumptuous interior, with ‘diamond-quilt’ stitching prominent on the seat-facings and door trims, adds to the upmarket appearance. Occupants are pampered by lots of soft-touch surfaces, exposed seam-stitching and a visually-pleasing mix of contrasting tones.
The interior has a bright and airy feel, particularly with the panoramic sunroof and optional light grey leather trim in our example. However, a darker upholstery shade might be more practical for young families, given inevitable scuffs and stains would be less visible.
Second-row legroom is spacious, even for my adult ‘kids’ (LOL) who are both more than 180cm tall. They have about 40mm of knee clearance when sitting behind the driver’s seat in my position, which shows efficient use of floor space.
However, the prominent contour in the roof lining required to accommodate the sunroof imposes on headroom for taller people.
Adding 5+2 equals seven so that includes a third row of seating, which folds flat but can be easily raised and head-rests installed (these are stowed beneath the luggage area floor) to allow seven-seat versatility.
However, providing adequate legroom for adults in these seats requires the second-row to be slid so far forward its occupants have their knees pressed into the front seat backrests. So, in real-world use, the third-row seats are strictly for small kids.
The Prado's interior has a comforting familiarity about it. Sure, it feels a bit dated, but I like it. It's plush, functional and very comfortable.
The front seats are heated, ventilated and power-adjustable and the driver and front passenger have easy access to the 9.0-inch touchscreen multimedia system, which is simple enough to operate.
There's also the usual complement of cupholders (two in front of the centre console) and USB charge points, as well as the refrigerated cool box that replaces the centre console.
The Kakadu has three-zone climate control so everyone has a hand in how toasty or chilled they are during road trips.
Floor mats in the Kakadu are carpet, not the all-weather rubber mats you get in lower-spec Prados.
The second-row is a 40/20/40 sliding split and the outer seats are heated. Second-row passengers get directional air vents, fan and temp controls, seat-heating controls, 12V point (all in the rear of the centre console), and a fold-down centre armrest with built-in dual cupholder.
The second-row seats have three top-tether points and two ISOFIX locations.
There are mesh map pockets on the driver and front passenger seat-backs.
The third-row seats – in a 50/50 split fold-flat configuration – are button-operated and power-folding. Passengers have a cupholder each, as well as air vents and a speaker mounted nearby. They also have a clear view of the 9.0-inch ceiling-mounted DVD screen.
With the third-row seats in use, boot space is listed as 104 litres.
If not in use, the rear-most seats can be power-folded away at the press of a button and the area used for luggage, concealed by a retractable cargo blind. With the third row stowed away, there's a claimed 553 litres of cargo space.
With the second and third rows folded down and out of the way, there's a claimed 974 litres available.
For reference, the 2024 Prado will have a 12.3-inch multimedia system (including wireless Apple CarPlay), as well as seating for five or seven passengers.
With its 1760kg kerb weight and 2355kg GVM, our test vehicle has load capacity of 595kg, of which up to 80kg can be carried on the roof.
However, given five adults and two kids could use up most of that seven-seat load capacity before you could think of adding luggage, it’s important to keep an eye on these load ratings when preparing for a trip.
The Exceed is also rated to tow up to 1600kg of braked trailer and with its 3955kg GCM rating (or how much it can legally carry and tow at the same time), it can legally tow its maximum trailer weight while carrying its maximum car-load. That’s a handy set of numbers for most recreational tasks.
In addition to USB-A and USB-C ports plus a 12V accessory socket, storage for driver and front passenger includes a large-bottle holder and bin in each front door, a single glove box and an overhead glasses holder.
The front of the centre console has open storage up front, two cup/small-bottle holders in the centre and a box at the rear with padded lid that doubles as an elbow rest.
Second-row passengers, in addition to USB-A and USB-ports, air-vents and a climate control panel on the rear of the centre console, get a bottle-holder and small bin in each door. There are also large lower pockets on each front seat backrest, plus two small upper pockets handy for loose items.
The 60/40-split second-row seat also has a fold-down centre armrest containing two cup/small-bottle holders.
When folded flat this also provides a handy opening in the seat's backrest through which long and narrow items can be carried (suitably secured of course), stretching from the tailgate to the dash if need be. Third-row passengers have small storage bins on each side.
The carpeted luggage area offers another 12-volt outlet and retractable load-anchorage hooks. Load volume starts at (VDA) 163 litres with all seats upright, which expands to 478 litres with the third-row folded and up to 1473 litres (or more than 1.4 cubic metres) with the second and third rows folded.
Our test vehicle is the Prado Kakadu, a seven-seat 4WD wagon with a list price of $87,468, excluding on-road costs.
Standard features include a 9.0-inch touchscreen multimedia unit (with Apple CarPlay, Android Auto and sat-nav), three-zone climate control air conditioning, a JBL 14-speaker sound system, a rear-seat entertainment system (Blu-ray DVD player) with 9.0-inch screen and three wireless headsets, button-operated third-row power-folding seats, panoramic-view monitor, tilt-and-slide moonroof, and 19-inch alloy wheels.
It also has a premium woodgrain-look power-adjustable steering wheel with paddle shifters, leather-accented, heated and ventilated front seats, dual-range 4WD, as well as 4WDing-suitable driver-assist systems, such as crawl control and multi-terrain select (both for off-roading), adaptive variable suspension (with three modes: comfort, normal and sport), rear air suspension and Toyota's 'Kinetic Dynamic Suspension System' (KDSS).
Driver-assist tech includes 'Toyota Safety Sense' (including 'Pre-Collision Safety System' with pedestrian detection, 'High Speed Active Cruise Control' and more).
A flat tailgate option (which moves the full-size spare wheel from the rear door to the Prado's underbody) is available for the Kakadu. Our test vehicle has it.
Worth noting that choosing this option reduces your fuel capacity from 150 litres to 87 litres, because you sacrifice the 63-litre sub-tank so the spare tyre can be fitted underneath the vehicle.
Kakadu interior seat trim choices are beige leather accented or black leather accented.
Exterior paint choices include 'Graphite', 'Espresso Brown', 'Glacier White', 'Crystal Pearl', 'Silver Pearl', 'Peacock Black', 'Eclipse Black', 'Ebony', 'Wildfire' and 'Dusty Bronze' (premium paint, on our test vehicle). Premium paint costs $675 extra.
There are accessories aplenty available for the Prado, but there are also bundled packs which incorporate several accessories to suit your lifestyle.
The 'Adventure Pack' includes an alloy bull bar (commercial), light bar (fitting kit sold separately), snorkel, roof rack with alloy roof tray (both sold separately) and weather-shields (left and right sold separately).
Then the 'Weekend Getaways' pack includes a nudge bar (black), light bar (fitting kit sold separately), bonnet protector (tinted), roof racks with bike carrier (both sold separately), tow bar, tow ball and trailer wiring harness.
Our test vehicle is the Exceed 5+2 Seat (fancy name for a seven-seater), which is one rung below the premium Exceed Tourer 5+2 Seat on the Outlander’s nine-model petrol-only ladder comprising 2WD and AWD variants.
It’s available only with a 2.5-litre, four-cylinder petrol engine, eight-speed CVT auto and all-wheel drive transmission for a list price of $52,640. Our example is equipped with light grey leather-appointed seat trim and 'White Diamond' prestige paint which are extra-cost options.
Being a sub-prime model, you’d expect it to come loaded with features and the Exceed doesn’t disappoint, starting with 20-inch two-tone alloys with 255/45R20 tyres plus a space-saver spare. We’d prefer a full-size alloy spare as found in lower-grade models, given the Exceed's AWD rough road capability.
The Exceed includes all the features in the well-equipped Aspire AWD 5+2 Seat petrol model below it and adds tri-zone climate control with rear seat control panel, panoramic sunroof, hands-free power tailgate, power front passenger seat as well as driver and front passenger seat memory and heating.
There's also an aluminium gearshift trim panel, rear door roll-up sunshades, unique illumination in front door trims, 10-speaker BOSE premium sound system, 12.3-inch digital driver display, heated steering wheel, front LED sequential indicators and 'Mi-Pilot' driving assistant (see Driving).
Plus, there’s a leather-rimmed and heated steering wheel, leather-wrapped gearshift, wireless phone-charging, full LED lighting including DRLs and front/rear fog-lights, 360-degree camera view, front/rear parking sensors, driver’s head-up display and much more.
The Kakadu has a 2.8-litre four-cylinder turbo-diesel engine – producing 150kW at 3000-3400rpm and 500Nm at 1600-2800rpm – and that's matched with a six-speed automatic transmission.
This is a solid not dynamic combination, which is fine with me because it yields a drive experience that's equal parts relaxed, assured and undemanding.
Our test Prado has a full-time four-wheel drive system with high- and low-range.
Note: the Prado has a diesel particulate filter (DPF) and issues linked to those systems have been well documented, so head to our Toyota Prado problems page to stay up to date with any DPF details.
The next-generation Prado will feature five powertrains globally, however, Australia will only get a 48-volt mild-hybrid version of the current model's 2.8-litre four-cylinder turbo-diesel engine (150kW and 500Nm), with identical power and torque outputs as the existing engine.
The new hybrid engine will be matched to a new eight-speed torque-converter automatic transmission.
It will have full-time all-wheel drive, a low-range transfer case, a centre diff lock, a electronic locking rear diff and a button-operated swaybar disconnect system – not Toyota's KDSS – aimed at yielding improved wheel travel while off-roading.
The Exceed’s refined 2.5-litre four-cylinder petrol engine produces 135kW at 6000rpm and 244Nm of torque at 3600pm and can use 91 RON fuel.
The smooth and responsive CVT (Continuously Variable Transmission) 'eight-speed' has overdrive on fifth, sixth, seventh and eighth ratios which ensures low rpm and fuel consumption at highway speeds. Sequential manual-shifting is also available using steering wheel-mounted paddles.
Mitsubishi’s full-time all-wheel drive transmission offers six drive modes controlled by a console dial. These comprise 'Normal', 'Eco', 'Tarmac', 'Gravel', 'Snow' and 'Mud'.
The Prado has an offical fuel consumption figure of 7.9L/100km (on a combined cycle).
I recorded 13.4L/100km on this test. I did a lot of high- and low-range 4WDing – but the Prado never seemed to have to work hard.
It has 87L fuel tank capacity – that's 63 litres less than any Prado that does not have the flat tailgate, and going by our on-test fuel-consumption figure you could reasonably expect a full-tank driving range of about 650km.
The Prado with the rear-mounted spare has a 150-litre tank so, based on my fuel figures, you could reasonably expect about 1120km from a full tank.
Mitsubishi claims combined cycle average consumption of 8.1L/100km and the dash display was showing 9.0L/100km at the completion of our 378km test, which comprised mostly city and suburban driving with up to five adults on board.
Our figure, calculated from fuel bowser and trip meter readings, was not far from the Outlander’s at 9.8L/100km. So, based on our numbers, you could expect a real-world driving range of around 560km from its relatively small 55-litre tank. That range extends to 680km based on the Mitsubishi's official consumption number.
And the good news is the Outlander Exceed runs happily on 91RON 'standard' unleaded.
The Kakadu is an easy-driving and very comfortable 4WD wagon.
It's quiet inside the Prado with most external noise kept to a muffled hum.
Steering has a nice weight to it, although it can feel a bit floaty if you're used to a more tightly controlled vehicle. The driver can dial-in their position as the steering wheel is electric tilt-and-telescopic adjustable.
The Kakadu has a 11.6m turning circle and feels nimble along crowded streets and in busy regional centres.
The 2.8 litre turbo-diesel engine and transmission pairing is an unhurried, almost sluggish combination, yielding a relaxed drive experience, but acceleration is gutsy enough to punch the Prado off the mark and get it moving at pace to overtake when needed.
Brakes – ventilated discs at each corner – were able to bring the 2.3 tonne Prado to a rapid controlled stop every time I stomped them into submission during my patented ‘Watch out for that kangaroo!' emergency-braking tests on dry and wet bitumen.
One of the Kakadu's major points of difference with lower-spec Prados is that it has Toyota's 'Kinetic Dynamic Suspension System' (KDSS), which helps iron out most ride and handling irregularities.
KDSS hydraulically alters tension on the sway bars to suit the terrain; on-road, it tightens them for reduced body roll and more dynamic handling, and off-road it loosens them for greater wheel travel to further improve performance.
The Kakadu also has adaptive variable suspension which can be set to one of three modes ('Comfort', 'Normal' or 'Sport') via an in-cabin switch to help dial-in smooth and well-sorted ride and handling; and its height-adjustable rear air suspension with switchable low, normal or high modes.
The Kakadu's Dunlop Grandtrek AT30 tyres (265/55 R19) are well-suited to on-road driving, but fall a bit short, performance-wise, when 4WDing.
On the loose-gravel dirt track that leads to my unofficial 4WD testing ground, the route had been gouged by deep ruts from recent rains. The Kakadu managed it all well.
And a lot of the credit of that controlled ride and handling is due to KDSS, loosening swaybars to suit the terrain, allowing axles full-stretch articulation as required.
And that's very handy at low speeds when sustaining safe and controlled momentum via maximised traction is the goal.
And this was even more evident when I tackled my favourite set-piece rocky hill-climbs.
The Kakadu trucked over the undulating ground at low revs and with wheels dipping and rising as they stuck to the dirt. Wheel travel in a standard Prado is fine but the KDSS-equipped Kakadu gets even more flex on the move.
It conquered everything with impressive ease, only ever scrambling momentarily for grip because of its tyres.
Swap those with a decent set of all-terrains and you'd instantly make a great off-roader even better.
Steering retains a nice balance at low speeds, throttle response is good (not touchy over bumpy terrain), the driver has plenty of visibility (crucial for low-range highly technical 4WDing that relies so heavily on choosing the correct line) and the Kakadu's dimensions offer off-road angles – of 30.4 degrees (approach), 21.2 (ramp-over) and 23.5 (departure) – that are good for a cityfied SUV wagon.
The Kakadu has plenty of torque across a wide rev range, and front, centre and rear locking differentials.
It also has a raft of driver-assist tech, including crawl control (low-speed low-range cruise control/traction control with five selectable speeds), and 'Multi-Terrain Select' (with off-road driving modes that adjust steering, throttle and traction control to suit the terrain you're on, e.g. rock and dirt, mud and sand etc).
Towing capacity is 750kg (unbraked) and 3000kg (braked).
The Kakadu has a gross vehicle mass (GVM) of 2990kg and a GCM (gross combined mass) of 5990kg.
For reference, towing capacity on the 2024 Prado is tipped to be 3500kg (braked), but, at time of writing, this was unconfirmed.
Drivers of different stature can find comfortable driving positions, as confirmed by the 20cm difference in height between my wife and me.
With ample adjustment available in the steering wheel and multi-way powered seat, she enjoyed driving the Outlander and praised the seat memory function, which could quickly change from my settings to hers with the push of a button. Very handy when you share driving duties.
The driver’s seat is comfortable and supportive, with ample side-bolsters on the backrest providing good lateral support for the upper torso.
A large left footrest provides a solid platform to brace against and padded elbow-rests on each side enhance driving comfort, particularly on long trips.
Overall, it’s a refined and comfortable vehicle which feels like it has solid build quality. The ride quality is smooth and supple over bumps with negligible tyre, engine and wind noise, particularly at highway speeds where the engine requires a leisurely 1800rpm to maintain 110km/h.
The driver’s head-up display on the windscreen works efficiently, by displaying signposted speed limits and the vehicle’s road speed in your line of vision. It would be hard to come up with a viable excuse for exceeding the speed limit using this system!
We also trialled the numerous selectable drive modes. Although the Normal setting provides ample performance for most requirements, we found the Tarmac mode was the most engaging and rewarding for road use wet or dry, with all-wheel drive traction and optimised gearshift calibrations combining to provide spirited performance.
We also had an ideal opportunity to test the Mi-Pilot semi-autonomous driving assistant while crawling along in dense freeway traffic triggered by major road maintenance works.
Given this required lots of stop-start driving, the Mi-Pilot maintained a safe distance from the car in front and slowed, stopped and accelerated in unison, without driver input. And only light hand-contact with the steering wheel was required for the Mi-Pilot to maintain its lane-keeping function.
The Prado has the maximum five-star ANCAP safety rating from 2011, but that rating expired at the end of 2022 and Toyota has no plans to re-test this generation. As mentioned earlier, the new Prado is not expected here until 2024.
The second-row seats have three top-tether points and two ISOFIX locations.
The Prado has seven airbags, three top-tether points and two ISOFIX locations in the second row, and is stacked with driver-assist tech including pre-collision avoidance with AEB, high-speed active cruise control, lane-departure alert with steering assistance, automatic high beam, road sign assist and more.
The Outlander scored a maximum five-star ANCAP assessment in 2022 and features a comprehensive menu of passive and active features as you’d expect, including front, side and centre airbags for driver and front passenger, plus driver’s knee and side-curtain airbags.
There’s also AEB plus lane-keeping assist, blind-spot monitoring and rear cross-traffic alert, rear automatic emergency braking (when reversing), trailer stability assist for safer towing and lots more. Plus there’s two ISOFIX child-seat anchorages and three top-tethers.
The Prado has a five-year/unlimited kilometre warranty, which is the mainstream market standard.
Maintenance is scheduled for every six months or 10,000km, which is more frequent than the more common 12 months/15,000km.
Every new Prado comes with capped price servicing of $260 per service up to the three-year mark, for a total of $1560 over three years.
Mitsubishi covers the Outlander with a five-year/100,000km warranty with 12 months roadside assist.
Extended 10-year/200,000km warranty and 10 years capped-price servicing is available if the car is always serviced within the Mitsubishi dealer network.
Scheduled servicing is every 12 months/15,000km, whichever occurs first. Capped-price servicing for 10 years totals $4340, or a reasonable $434 annually.