Toyota Land Cruiser VS Toyota Land Cruiser Prado
Toyota Land Cruiser
- Excellent off road
- Comfy cabin
- Good all-round package
- Lacking safety tech
- Short service intervals
- No Apple CarPlay or Android Auto
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
Toyota Land Cruiser
If you’ve seen our most recent comparison test where we put the Toyota Prado up against some of its fiercest rivals, you will know that the Toyota impressed us on many levels.
That comparison - where it went up against the Mitsubishi Pajero Sport, Ford Everest and its sibling, the Toyota Fortuner - saw us put the GXL variant of the Prado range through plenty of stress tests.
Read More:Best off-road 4x4 SUV: We compare the Toyota Prado, Toyota Fortuner, Ford Everest & Mitsubishi Pajero Sport.
But we thought we’d do a standalone deep dive review on the Toyota Prado GXL 2020 model - in case you don’t really care how it compares, and just want to figure out if you’re making the right decision choosing this variant. This review will help. We promise.
|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 Land Cruiser7.6/10
There’s a reason so many people opt for the Toyota Prado, and plenty of those choose the GXL model, too. It’s a very impressive family off-roader that can tackle rough terrain straight out of the showroom, but also offer comfortable, family-friendly progress in daily driving as well.
It is showing its age and starting to lack some tech, but there’s no doubt it will continue to sell well because if you can overlook those shortcomings, it’s a highly impressive four-wheel drive.
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 Land Cruiser7/10
In terms of dimensions and size, the Prado is pretty compact when it has the Flat Tailgate pack. The length is 4825mm (on a 2790mm wheelbase), width is 1885mm and height is 1890mm. Add the spare tyre to the back door, and it pushes out to 4995mm.
I actually think the Flat Tailgate pack is one of the most interesting elements of the Prado’s design. The company has gone to the trouble of eradicating the rear-mounted spare, but still kept the side-swinging back door, which can be a pain in the neck if you’re trying to access the boot but have parked close to a wall or a car behind has parked you in.
But there is a trick - the tailgate glass opens separately to the boot, which can be a saviour in situations like that… unless you’re loading or unloading something long, awkwardly shaped or heavy, or you’re shorter in stature as you might struggle to reach.
The exterior design of the Prado has been treated well over the years it has been around, and it still looks smart enough to catch your eye despite being ubiquitous. The muscular grille, squared-off haunches and beefy stance help.
While design is more often equated with styling, or how a car looks, in 4x4s like this there is more than just the aesthetic of the metalwork to consider. They’ve also gotta be designed to deal with the rough stuff.
So, cue important specs for off-road enthusiasts: approach angle - 30.4 degrees; departure angle - 23.5 degrees; break-over/ramp-over angle - 21.1 degrees; ground clearance (mm) - 219; wading depth (mm) - 700; turning circle/radius - 11.6m.
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 Land Cruiser9/10
Unlike some of its closest competitors, the Prado is a purpose-built off-roader family SUV, where the others are derived from dual-cab utes. That means it’s wider and a bit more passenger friendly - even if there are things that we wish were a bit better, like the space on offer with all seven seats in play.
The Prado offers a meagre 104 litres (VDA) with all seven seats up, which is less than all of its main rivals. With five seats up there’s 553L (VDA), and if you fold down all the rear seats you should have 974L (VDA) at your disposal.
There are roof rails if you want to fit a roof rack and luggage pod, or if you don’t need all seven seats and plan to use the boot all the time, a cargo barrier is available. Maybe get a luggage liner while you’re at it.
As mentioned, all three rows have air vents and there’s a fan controller as well, and there’s a third climate zone so those in the rear can set the temp as desired.
If you happen to draw the short straw and end up in the back row, you’ll be pleased that the ingress and egress is excellent. The door opening is large, meaning easy access, but taller occupants might struggle for head room, and you’ll need to make sure those in front slide the seats forward to allow better third row space. Some other SUVs in this space don’t offer a sliding second row.
In the middle row there’s good width to the seat, feeling comfortable and accommodating for adults. There’s easily enough knee room, headroom and shoulder space for three adults to fit side by side. There are cup holders in a flip-down armrest (though they are weirdly shaped), and bottle holders in the doors. Rearmost occupants have cup holders as well.
Up front the seats offer good adjustment, and there’s a level of intuitiveness to the way the Prado’s cockpit is laid out. Everything falls to hand easily, and the storage is mostly good, with bottle holders in the doors, cup holders between the seats, a storage box below the media screen, and even a centre console bin with cooling, which is ideal for family drives.
The media screen is decent, but not great. At least there are hard buttons either side and knobs for tuning and volume, rather than on screen touch controls like you find in some other Toyotas.
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 Cruiser8/10
The 2020 Toyota Prado GXL has a list price of $63,690 before on-road costs. That’s for the automatic model - deduct $3000 if you’re going with a manual.
Our car had the $3463 Premium Interior option pack, which added leather seats, heated and cooled front seats, and heated second row seats. That pack, as well as its optional premium paint ($600) pushed its as-tested price to $67,753.
If you’re interested, there’s a Flat Tailgate pack available for the GXL automatic (also the VX and Kakadu), which deletes the tailgate mounted spare wheel in favour of a spare mounted under the car body. It downsizes the fuel tank from 150L to 87L and that’s how our car came - it doesn’t cost any extra.
In addition, the Prado comes decently kitted out for the cash, with standard items including 17-inch alloy wheels, roof rails, LED headlights, LED daytime running lights, LED front fog lights, auto headlights, side steps, and keyless entry with push button start.
Other standard inclusions comprise a three-zone climate control with rear vents and rear fan controller, leather steering wheel, a 230-volt powerpoint in the boot, a nine-speaker sound system teamed to an 8.0-inch touchscreen media unit with sat nav, USB port (x1), AM/FM radio and CD player. There’s no Apple CarPlay or Android Auto smartphone mirroring.
Safety spec is adequate for the class, but certainly not exceptional - read the safety section below for a rundown.
If your curious about colours available for the Prado, there are a few to choose: Glacier White and Ebony are the only no-cost choices, while optional premium ($600) colours include Peacock Black metallic, Dusty Bronze metallic, Graphite grey metallic, Wildfire red metallic, Crystal Pearl white, Silver Pearl and Eclipse Black mica.
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
The engine specs are familiar if you’ve encountered a Prado in recent years. The motor is a 2.8-litre turbo diesel four-cylinder engine, producing 130kW of power (at 3400rpm) and 450Nm of torque (at 1600-2400rpm).
In this part of the market, most models are close on horsepower and torque - only the Ford Everest Bi-turbo breaks away from the pack with 157kW and 500Nm.
Weighing up manual vs automatic? In GXL spec you can have the Prado with either a six-speed manual gearbox or a six-speed automatic transmission, as tested here. If you get the manual you miss out on 30Nm, too.
It has permanent four-wheel drive (4WD), so you could consider it to be all-wheel drive (AWD). What that means is there’s no need to switch to 4x4 mode when you depart the sealed stuff: there’s no 4x2 or 2WD mode.
Curious about whether the engine has a timing chain or timing belt? The answer is a timing chain.
What about towing capacity and towing specs? The Prado is capable of towing 750kg unbraked, while maximum towing capacity is 3000kg. If you’re thinking how that stacks up vs competitors, it’s there or thereabouts: the Everest and Pajero Sport can both manage 3100kg.
Love numbers? The gross vehicle mass GVM) for the Prado is 2990kg, and the gross combined mass (GCM) is 5490kg. Its maximum payload, according to Toyota, is 665kg - so keep that in mind if you’re planning to fill all seven seats and also tow a load behind.
While Toyota has made strides in the world of hybrid SUVs in other parts of the market, the Prado has no such variant available in this generation. There’s no electric, LPG, plug-in hybrid or petrol models sold here either.
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 Land Cruiser8/10
Fuel consumption for the Toyota Prado GXL automatic is claimed at 8.0 litres per 100 kilometres. Choose the manual and the consumption claim is 7.9L/100km.
During our on road testing - across urban, highway, and back roads - we saw an impressive diesel fuel economy return of 8.3L/100km at the pump. And there’s not even an eco mode, that’s just how efficient it was.
When it came to dirt road and off road testing, the consumption was a little less impressive, using 12.7L/100km. That may matter to you, or not.
All told, though, our combined average fuel use of 10.5L/100km over the entire testing period was decent.
The fuel tank capacity of the Flat Tailgate-equipped Prado is 87 litres - which is still bigger than an Everest or Fortuner (both 80L) or Pajero Sport (68L) - but it loses the 63-litre sub tank. So if you think you want a long range tank, you’re best off getting the standard tailgate design.
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 Land Cruiser8/10
We drove the Prado GXL on a mix of roads to see what it was like in everyday situations - and there were very few complaints, really - so long as you’re not rocketship acceleration or sports car handling, it’ll tick most of the boxes you need it to.
It is wider than its ute-based rivals and as a result it feels more planted on the road. That comes down to a wider track than most other rugged off-roaders, which gives a surefooted feel on all surfaces across a range of speeds.
The Prado’s permanent four-wheel drive ensures confident progress on damp roads, too, and it felt confident for passengers and for the driver, too.
The Prado’s steering was a bit slow and it felt slightly larger than its rivals negotiating tight streets. But it was manageable and predictable to drive.
The Prado’s engine didn’t feel punchy, but it did offer honest progress. The Prado weighs a couple of hundred kilograms more than the Fortuner, which runs the same powertrain, and in comparison the Prado feels the extra weight - it never really shoots away from a standstill.
But it is considerably more refined than its stablemate, offering a more agreeable driving experience. Not thrilling, but fine. And the six-speed automatic offered smooth and clever shifts at all speeds on road.
What about the off road review? Here it is.
The Prado made it simple to place the wheels right where you want them, no matter how rutted the tracks or slippery the sand. We had no issues with grip from the Dunlop AT20 Grandtrek tyres fitted, either - if you’re spec-curious, they were 265/65/17.
The suspension - comprising double wishbone front suspension and four-link coil spring rear suspension - allowed plenty of wheel travel, and the Prado’s well calibrated off-road traction control system and a permanent four-wheel drive system ensured smooth progress on unsealed roads. It is arguably the best bush-ready 4WD you can buy and drive into the distance from the showroom floor. And there’s a rear diff lock if you think you need it.
Sure it doesn’t have as much torque as a Ford Everest, but the Prado was excellent at delivering its grunt to the dirt effectively - all while feeling easy to drive and direct in its communication with the driver. The engine hardly ever felt stressed, and the auto transmission was effective at all speeds.
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 Land Cruiser7/10
The Toyota Prado has a five-star ANCAP crash test rating - but it was awarded almost a decade ago, with the local safety body having conducted its tests way back in 2011.
They include auto emergency braking (AEB) that works from 10km/h-180km/h with pedestrian detection (that works between 10km/h-80km/h), as well as lane departure warning, a reversing camera, rear parking sensors, and adaptive cruise control.
Missing items at this price point include cyclist detection, active lane keeping assist, blind spot monitoring, rear cross traffic alert, a 360-degree camera and front parking sensors.
There are seven airbags (dual front, driver’s knee, front side and full-length curtain), and the Prado has two ISOFIX child seat anchors and three top-tether attachments for baby seats.
Where is the Toyota Prado built? Japan is the answer.
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 Land Cruiser7/10
Toyota has a five-year/unlimited kilometre warranty for all of its models. But if you maintain logbook servicing - it doesn’t have to be through Toyota’s network, just so long as you keep the owners manual up to date with the stamps - you will be eligible for an extended drivetrain warranty, out to seven years. That’ll help when it comes to resale value, too.
The Prado also has a capped price servicing plan, but it only spans three years/60,000km. And the service intervals are far more regular than most rivals, at six months/10,000km.
At least the maintenance is reasonably priced. Per visit you’re looking at $260. But remember, you have to go twice a year for servicing, which means an annual cost of $520.
There’s no roadside assistance included in the Toyota ownership plan.
If you’re worried about common problems, complaints, issues, engine problems, DPF issues, transmission complaints or any other defects and recalls, you should check out our Toyota Prado problems page.
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.