The Toyota LandCruiser Prado has been sitting fairly for a while now.
Regardless of its age, it’s nonetheless the best-selling automobile in its phase, and continues to fend off newer, more energizing rivals like the most recent Isuzu MU-X.
In the course of the run of the present technology, launched in 2009, solely two autos have genuinely given it a run for its cash within the gross sales race moreover Toyota’s personal Kluger. These had been the Ford Territory, which has since been retired, and the Jeep Grand Cherokee, which is unlikely to greatest it once more given it’s petrol-only in a phase the place diesel is king.
The Prado’s spot on the prime has been assured by Toyota’s typically sturdy status, expansive seller community, and the very fact this body-on-frame SUV doesn’t seem like it’s ute-based – one thing that may’t be stated for the likes of the Isuzu MU-X and Toyota’s personal Fortuner.
It’s additionally just lately been given a shot of adrenaline within the type of an uprated 2.8-litre turbo-diesel engine, giving it extra energy and torque.
Although a brand new Prado continues to be a number of years away, the present automotive ought to proceed its run atop the gross sales charts, proper?
Maybe not. There’s a brand new rival within the type of the redesigned Ford Everest, now packing an accessible turbo-diesel V6 just like the outdated Territory. We’ll pit these two towards one another in the end, however let’s see if the Prado – in isolation – nonetheless deserves its vaunted standing as Australia’s favorite massive SUV.
How a lot does the Toyota LandCruiser Prado Kakadu price?
Whereas its LandCrusier 300 Collection massive brother wears the faraway Sahara ZX nameplate in top-spec trim, the top-spec Prado wears a reputation nearer to dwelling: Kakadu.
It’s priced at $86,998 earlier than on-road prices, no matter whether or not you choose the ‘flat’ tailgate or the one with the spare tyre mounted on it.
That’s simply over $10,000 greater than the subsequent rung down, the Prado VX, in addition to the flagship Ford Everest Platinum ($77,690 earlier than on-roads), although it’s $2183 lower than the bigger Toyota LandCruiser 300 Collection in base GX guise and $992 lower than a mid-range Jeep Grand Cherokee L Restricted.
The Kakadu’s value additionally places it effectively above different ute-based rivals just like the Isuzu MU-X LS-T ($67,400 earlier than on-roads), and barely above the bottom Nissan Patrol Ti ($82,160 earlier than on-roads) from the phase above.
With the $675 metallic paint added and based mostly on a Sydney postcode, our Kakadu tester rang up at $94,787 drive-away.
What’s the Toyota LandCruiser Prado Kakadu like on the within?
The Prado’s inside isn’t probably the most cutting-edge available on the market, however it nonetheless has its appeal.
Materials high quality typically surpasses its extra reasonably priced ute-based competitors – as effectively it ought to – and there’s a extra premium really feel to the Prado’s surfaces than rivals just like the Everest and Grand Cherokee, even when it has a extra dated look general.
Gentle-touch trim is used on prime of the sprint, with leatherette trim down the facet of the centre stack if not on the perimeters of the centre console. A minimum of the latter isn’t too cumbersome and intrusive and, whereas the Kakadu doesn’t fairly really feel Lexus-grade inside, it’s definitely far faraway from a Fortuner.
There’s wooden trim for distinction, in addition to swathes of silver-painted plastic. Wooden can be discovered on the steering wheel, together with tactile leather-based wrapping, and whereas Toyota has employed some gauche fake wooden earlier than, the plastic tree within the Kakadu is comparatively convincing. You may also go for a beige inside which is gentle and ethereal and has much more of a premium look.
The touchscreen is positioned prominently on the centre stack with out trying like a tablet-style afterthought, and there are exhausting shortcut buttons on both facet.
There’s wired Android Auto and Apple CarPlay however, whereas this isn’t the worst infotainment system within the phase, its interface is displaying its age towards rivals from Ford and Jeep.
That additionally applies to the digital camera footage, which is pixellated and washed-out – road lights showing on the digital camera have a halo impact such as you’ve simply popped a few eyedrops in.
We had been additionally flummoxed by the shortage of obtainable adjustment for voice immediate quantity. In most automobiles, you’ll be able to press the amount up/down buttons whereas a immediate is enjoying to regulate it, however in our tester these had been caught at a hard and fast quantity.
We admire, from a usability standpoint, the Prado’s use of huge, clearly labelled buttons on the centre stack. However these massive print version buttons take up area, which has compelled Toyota to stash a number of the switchgear in odd locations, just like the digital camera view button to the left-hand facet of the steering wheel.
Talking of switches you might have issue discovering, the mirror controls are situated not on the doorways however on the right-hand facet of the steering wheel. A minimum of the local weather controls are positioned prominently on the centre stack.
The Prado’s cabin exhibits its age in some areas. There’s no head-up show, for instance, whereas the shifter appears prefer it’s out of the Toyota components bin circa 2006.
There’s no digital parking brake both, which is both a professional or a con relying in your stance.
The Kakadu has a JBL 14-speaker sound system, however sound high quality is nothing spectacular. There’s additionally a severe lack of USB shops within the cabin in comparison with extra fashionable rivals.
The analogue devices are fairly engaging and legible, whereas there’s an inoffensive 4.2-inch digital display screen between them. It was annoying to search out the digital speedometer typically is hidden, notably as there’s no head-up show.
There’s a cavernous centre console cooler field up entrance – a wonderful thought – and bottle holders within the doorways that may match 1.5L bottles. There’s an odd L-shaped cavity on the centre console that you may stand most cell phones up in, in addition to cupholders on the base of the centre stack.
The entrance seats don’t seem particularly bolstered, however they proved fairly comfy and supportive over lengthy distances. Our second-row occupants opined, nonetheless, the seat base again there’s a bit too quick for these with longer legs.
Second-row occupants have a HDMI port and a 12V outlet, in addition to an array of switches for adjusting the local weather management and heated seats however no USB shops. There are, nonetheless, twin screens for enjoying Blu-rays, plus three pairs of wi-fi headphones.
I’m 180cm tall and I may technically match within the third row, however I wouldn’t need to be there for lengthy – my head was towards the roof and my knees towards the seatbacks, although the second row could be slid ahead to unencumber extra space.
The third row options energy folding and reclining, although there are not any facilities again there moreover a pair of cupholders. The cargo bay additionally incorporates a 230V outlet.
Boot area is nearly non-existent with the third row up – there’s simply 120L – whereas the rear-most seats are gradual to fold. Doing so will increase cargo area to 620L, whereas there’s a complete of 1833L with the second row additionally folded flat.
For probably the most treasured cargo of all, you’ll discover three top-tether and two ISOFIX little one seat anchor factors within the second row. There are none within the third row.
What’s beneath the bonnet?
The Kakadu is powered by the identical 2.8-litre turbo-diesel four-cylinder engine as the remainder of the Prado vary, in addition to fashions just like the HiLux and Fortuner.
This produces 150kW of energy at 3000-3400rpm and 500Nm of torque between 1600 and 2800rpm, and energy is distributed to all 4 wheels by means of a six-speed computerized transmission. The four-wheel drive system incorporates a full-time mode, in addition to selectable low-range.
The Australian-market Prado misplaced its petrol choice in 2018 when Toyota dropped the 4.0-litre V6. Curiously, there’s a carefully associated Lexus GX460 accessible in markets like North America which packs a 4.6-litre 224kW/446Nm petrol V8.
Over a mixture of inner-city, suburban and freeway driving, we averaged 8.9 litres per 100km. This elevated to 9.6 litres per 100km over the course of every week, which included a visit from Melbourne to Victoria’s Excessive Nation and again.
The official mixed cycle declare is 7.9 litres per 100km, and the Prado has an 87L gasoline tank. Fashions with the tailgate-mounted spare embody a further 63L tank, bringing whole capability to 150L.
Braked towing capability is 3000kg, which falls wanting the 3500kg claims of the MU-X and Everest.
How does the Toyota LandCruiser Prado Kakadu drive?
The Prado’s turbo-diesel engine bought a much-needed enhance in energy and torque in 2020, bringing it nearly precisely in keeping with the Ford Everest’s bi-turbo four-cylinder.
In fact, the sport has modified since then. Whereas the Jeep Grand Cherokee has dropped its turbo-diesel V6, the Everest has gained one and its outputs of 184kW and 600Nm put it comfortably forward of the Prado.
Not that the Prado is gutless, thoughts you, because it’s decently responsive – although we’ve solely recorded 0-100km/h occasions within the 10.5-11 second vary.
I took the Prado on a weekend journey to Victoria’s Excessive Nation with three different adults and it by no means felt underdone, even on steep, winding roads or whereas overtaking on highways.
Credit score additionally goes to the six-speed computerized transmission which, whereas down a number of cogs on the likes of the Everest, proved fairly able to harnessing the Prado’s outputs. It shifts easily and doesn’t hunt round for gears.
The Toyota is not any rocketship, however there’s enough torque readily available that ensures you don’t should wring it too exhausting to get probably the most out of it.
Toyota presents Sport and Sport+ drive modes for higher responsiveness however there’s not a large distinction in really feel.
The usual diesel clatter is pretty well-contained, and the Prado’s cabin proves quiet even at freeway speeds.
The steering strikes an honest steadiness between feeling overly heavy, like that within the Mitsubishi Pajero Sport, or feather-light just like the bigger Nissan Patrol. The steering continues to be considerably obscure and the wooden trim on the wheel makes it more durable to grip, however the Prado is usually fairly comfy to pilot.
That applies to its dealing with as effectively, which avoids the worst facets of body-on-frame SUVs. It’s comparatively planted and doesn’t really feel like a pallet of bricks in corners.
The place it will get a bit ungainly is in its experience. It’s not crashy, thanks partly to air springs on the rear, however it’s a tad floaty. The Prado bobs up and down on even comparatively flat surfaces, and will get jostled round considerably on tram tracks and floor adjustments.
It feels as if Toyota’s engineers have tried to melt the impacts coming into the cabin however overcompensated, leaving the Prado with an excessive amount of rebound over growth joints and uneven surfaces.
General, there’s a little bit of an old-school really feel regardless of the inherent adjustability of the Adaptive Variable Suspension.
There are not any intelligent steering-based lane help smarts on board, although there’s a brake-based lane departure alert with yaw management. It solely intervenes once you’ve crossed a lane marking, however it’s not as aggressive as some brake-based methods.
If you happen to’re four-wheel driving, there’s a full suite of off-road gear like centre and rear differential locks and crawl management, plus selectable low-range gearing.
Many of those are managed through massive buttons on the centre stack, as is the second begin perform which, because the title suggests, begins the automotive in second gear. This helps you are taking off cleanly when on a muddy or icy floor.
What do you get?
The Prado Kakadu comes normal with the next gear:
Single-pane sunroofLeather-wrapped steering wheel with wooden trimPaddle shiftersFour-link rear suspension with air springsFive-speed crawl controlAdaptive variable suspensionMulti-terrain selectRear-seat leisure system
It additionally comes with the next gear, discovered decrease within the Prado vary:
9.0-inch touchscreen infotainment systemWired Android Auto and Apple CarPlaySatellite navigation4.2-inch instrument cluster screenKeyless entry and startCentre console cooler boxTri-zone local weather controlSurround-view camera14-speaker JBL sound system18-inch alloy wheelsPower-folding, heated exterior mirrorsPuddle lightsBi-LED headlightsPrivacy glassRain-sensing wipersHill descent controlRear differential lock
The Kakadu distinguishes itself from the VX one rung down primarily by means of mechanical adjustments like completely different rear suspension and extra off-road gear.
If off-road potential isn’t as vital to you – and contemplating the Prado VX is already fairly succesful – there’s logic in pocketing the additional $10,000 or so and going for the VX.
Is the Toyota LandCruiser Prado Kakadu protected?
The Toyota Prado wears a five-star ANCAP security score based mostly on assessments performed all the way in which again in 2011.
When it was first examined it achieved an general rating of 35.11 out of 37 towards older crash take a look at standards. It’s unclear how it might carry out towards the most recent, most stringent necessities, and its five-star score is about to lapse after this 12 months as ANCAP scores are now not retained indefinitely.
All fashions come normal with the next:
AEB with pedestrian/bicycle owner detectionBlind-spot monitoringLane departure warningLane-keep assistRear cross-traffic alertTraffic signal recognitionAdaptive cruise controlAutomatic high-beam
The GXL provides rear parking sensors, whereas the VX provides entrance parking sensors and a surround-view digital camera.
How a lot does the Toyota LandCruiser Prado Kakadu price to run?
Toyota presents capped-price servicing, however the Prado’s intervals are frustratingly set at six months or 10,000km. The primary six providers are capped at $260 every, and the Prado is backed by a five-year, unlimited-kilometre guarantee.
In distinction, an Everest has the identical guarantee however longer intervals of 12 months or 15,000km, with the primary 5 providers capped at $329.
Toyota service pricing tends to be fairly cheap, however the Prado’s quick intervals drastically undermine the worth equation.
CarExpert’s Tackle the Toyota LandCruiser Prado Kakadu
The Prado could also be an oldie, however it’s nonetheless a goodie with a lot to advocate it for.
Regardless of some hidden switches, dated infotainment and poor digital camera decision, its inside has a significantly extra premium really feel than any of the ute-based SUVs – although the Everest slams it relating to connectivity.
Its third row is little worse than most rivals bar the Jeep Grand Cherokee L, however its one-time arch-rival has ceded loads of floor by dropping its diesel engine.
The Prado’s diesel is not any powerhouse, however it’s a lot better than it was and has enough grunt and refinement. A considerably floaty experience apart, the Toyota proves comfy to drive.
Toyota’s seller community is expansive however the servicing intervals are a lot too quick, one thing that may’t be stated of its rivals.
Certainly, the spectre of the brand new Everest looms massive over the Prado in nearly each facet, from price of possession to efficiency and connectivity. The Prado Kakadu has some mechanical gear its foe can’t provide, like crawl management and adaptive suspension, however it’s down on energy and torque and the gulf in gasoline financial system is extra of a slim strait – at the least on paper.
In isolation, the Prado Kakadu nonetheless has showroom enchantment, although we reckon most patrons could be higher served by the extra reasonably priced VX. However the true take a look at of the Prado’s standing out there might be to place it head-to-head with its latest and best menace.
MORE: Every thing Toyota LandCruiser Prado
