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Toyota Land Cruiser


Toyota Land Cruiser Prado

Summary

Toyota Land Cruiser

Andrew Chesterton road tests and reviews the new Toyota LC70 LandCruiser GX single cab with specs, fuel consumption and verdict.

You take your life into your own hands when you say this, but the 70 Series Toyota LandCruiser isn't perfect. In fact, it isn't perfect in lots of ways.

Explore the 2017 Toyota LandCruiser Range

Toyota LandCruiser 70 Series 2016 review | first drive video
Toyota LC76 LandCruiser GXL 70 Series wagon 2017 review | road test video
Toyota LC78 LandCruiser TroopCarrier GXL 2017 review | road test
Toyota LandCruiser 70 Series dual cab 2016 review | snapshot
Toyota LandCruiser 70 Series single cab 2016 review | snapshot

But such is the burning passion for this Aussie (well, Japanese) icon that any criticism of it, no matter how fair, is greeted with howls of protests by our bearded brethren of the bush, who will accept nothing less than top marks for the mighty ‘Cruiser.

And it's hard to blame them: if your morning commute includes cresting glorious mountains and powering through standing water deep enough to swallow a hatchback, you'll find few that do it better than the hard-as-nails Toyota

There's a reason people say the 70 Series LandCruiser powers the Aussie bush, and that's because it's the place where this vehicle feels truly at home. When you're thousands of kilometres from anywhere else, durability and reliability count above all. And this tough Toyota offers that in spades.

But… if you live in the city, can see a city from your house, or have ever visited a city (or seen a photo of one), then the 70 Series LandCruiser will feel a touch agricultural. And by that we mean there are forklifts that offer more creature comforts than this thing. 

We spent a week with one of the most utilitarian of the lot - the LC79 GX cab chassis ($64,990) - to see how we'd get along.

Safety rating
Engine Type4.5L turbo
Fuel TypeDiesel
Fuel Efficiency10.7L/100km
Seating3 seats

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.

Safety rating
Engine Type2.8L turbo
Fuel TypeDiesel
Fuel Efficiency8L/100km
Seating5 seats

Verdict

Toyota Land Cruiser6.5/10

It’s loud, rough and so overtly masculine you can feel the hairs growing on your chest as you drive it. And while we couldn’t live with it day-to-day, we applaud the fact it exists.

Tell us your best LC70 LandCruiser story 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.

Design

Toyota Land Cruiser6/10

Function over form is the order of the day here. Everything that exists on the exterior of the LC79 is there for a reason, from its chunky and thick tyres, the monstrous plastic snorkel or the chicken wire-style mesh that protects the back windscreen like that honky-tonk bar from The Blues Brothers (Bob's Country Bunker - Ed).

There's an undeniable retro-cool to the look (mostly because it is retro, and has barely changed over the years), mixed with a kind of overt masculinity thanks to its bulbous bonnet scoop and a huge bumper bar that juts forth from the grille like Jay Leno's chin.

Inside, it's clean and functional. Expect no touchscreen here. Nor a digitalised driver's binnacle, reversing camera or electric anything. When you leave the car, for example, you need to push down the door-lock button and then hold the door handle up as you slam the door. The last time I remember doing that I think I had a beeper attached to my belt.

Everywhere you turn there are reminders that this car was born in an era when tough mattered. Even shutting the door requires a monstrous effort, with anything but the most brutal of force resulting in a warning light on the dash that serves as a blinking reminder you lack the physical strength to manhandle this car. Needless to say, we saw that light quite a lot.


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.

Practicality

Toyota Land Cruiser7/10

Is your view of practicality being able to drive up practically anything? Then Toyota's got good news for you. Better still, the LC79 GX has a claimed payload of 1235kg and a towing capacity of 3.5 tonnes - both of which are impressive numbers. 

Inside, the basic two-seat layout offers a single cupholder to share between passengers, but a storage bin between the seats comes in handy for securing loose items.


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 Land Cruiser6/10

Cost of entry for the LC79 GX is $64,490 (the same as the LC76 GXL Wagon), which is no picnic no matter how you shake it. And that spend buys you a fairly sparse product.

All creature comforts are cost extra. Air-conditioning, for example, adds $2761 to the bottom line. The tray, tow bar, and trailer wiring harness add another $4305 (but that's the fitted cost), and our test car also got diff locks, which add another $1500. All of which brings the final number to a touch over $73k, before on-road costs.

For that, you get cloth seats, plastic door trims and a scattering of ashtrays. Your radio is Bluetooth-equipped, your windows are manually operated and your plastics are so hard they could be used to cut diamonds.

But all of that is superfluous, really. What you're buying is a tried-and-tested workhorse, and this one has been put through an extra 100,000kms of what Toyota calls "extreme heavy-duty local testing". Toyota toured mine sites and cattle farms across the country, taking in the red dirt of the outback to the rocky escarpments of alpine country to the towering sand dunes of the northern NSW, feeding that information back to Japan while the LC79 was being developed.


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 Land Cruiser7/10

It's a single-engine offering right across the LC70 range, with a torque-rich 4.5-litre turbo-diesel V8 paired with a five-speed manual transmission the only combo on offer. The engine generates 151kW at 3400rpm, but a very healthy 430Nm from a low 1,200rpm.

Like the rest of the LC70 range, the LC79 has undergone an engine upgrade in line with Euro5 standards (the very standards that saw the demise of the Land Rover Defender and Nissan Pathfinder), with a diesel particulate filter added and a tweaking of the gear ratios to make second and fifth taller for better fuel economy. Stability and traction control were also included for the first time in October last year.


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.

Fuel consumption

Toyota Land Cruiser6/10

The tweaks have seen fuel economy improve by up to 1.2 litres per hundred kilometres, now a claimed/combined 10.7L/100km. CO2 emissions are also a little better, now 281 grams per kilometres - 32 grams less than before.


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.

Driving

Toyota Land Cruiser7/10

A nightmare on anything even resembling an actual road. The steering is the same soft and spongy experience you'll find in most serious four-wheel drives, while the suspension feels like it sees more travel than your average pilot. 

The turning circle, too, is a curiosity, turning even the most rudimentary U-turns into a three-point effort (if you're lucky). Toyota claims the turning circle figure as 14.4 metres, which is considerably longer than the wagon version. The blame is laid at the feet of the cab chassis' longer wheelbase (3180mm versus 2780mm).

But this is a car set up almost entirely for serious off-road work. And we mean serious. Those who tackle nothing harder than the gravel driveway of a Hunter Valley winery need not apply. The floor matts are constructed from hard-wearing (and easy to hose out) plastic, while the gearing is set up with first gear so short is serves almost no purpose on the tarmac.

Get it moving, and there's heaps of torque available for mid-range acceleration, and it's plenty brisk enough for overtaking, but the ride doesn't inspire confidence on the freeway, and we found ourselves travelling at just below the speed limit instead of on it. At 100km/h, though, it buzzes about, even with Toyota's focus on improved NVH this time around.

But all of that is largely irrelevant. If you're buying this car to navigate sealed roads, then there's probably something quite wrong with you. In fact, even if lightweight 4WDing is in your future, this car is overkill. There are plenty of cheaper options (including those from Toyota) that will tackle some pretty serious terrain, but will do it in what will feel like luxurious comfort by comparison.

If you require the battle-hardened services of a retro-styled legend, however, Toyota's 70 Series LandCruiser is the car for you. In fact, with stricter emission programs spelling the end for Nissan's Pathfinder and the Land Rover Defender, it's just about your only option.

Full disclosure: We didn't venture far off road (we saved that for the LC76 GXL Wagon), but with the same basic architecture, the same 4WD set-up (two-speed transfer case with auto-locking front hubs), and the addition of Toyota's off-road focused 'A-TRC' active traction control (which serves as kind of off-road and digital LSD, preventing wheel spin on low-grip surfaces), we're confident it would shine just as brightly.


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. 

Safety

Toyota Land Cruiser6/10

Part of this latest update saw Toyota upgrade the safety credentials of its LC70 range, and while the wagon variants oddly missed out on some of the changes, the LC79 got the lot. 

The entire range now gets traction control, stability control, hill-start assist, brake assist and electronic brake-force distribution as standard kit, while the single-cab models (including the LC79) got new under-dash padding, new seats and seating frames, and new and stronger body panels.  

The utes also scored three extra airbags (joining the two front bags), including two curtain bags and a driver's knee airbag. The result was a maximum five-star ANCAP safety rating, tested against 2016 criteria.


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. 

The kit every auto Prado now gets includes auto emergency braking (AEB) with pedestrian detection, adaptive cruise control, lane departure warning and automated high-beam headlights. 

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

Ownership

Toyota Land Cruiser7/10

The LandCruiser LC79 GX is covered by a three-year/100,000km warranty, and will require a visit to a service centre every six months or 10,000 kilometres. 

Toyota's capped-price servicing program limits the cost of each service to $340 for each of the first six services.


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.