When it comes to Toyota Land Cruisers, Aussies are quite lucky. That’s because, whereas Americans only get the smaller of the two global models, those living Down Under can choose between the full-sized Land Cruiser 300, the slightly smaller Prado that’s largely the same as the US model, and the classic 70 Series which has been in production since 1984.For years, the Prado has been one of the finest options if you were looking for a big five- or seven-seat SUV that can tackle even the most difficult of terrain, all while feeling right at home on tarmac and dealing with everyday duties.The latest generation represents a radical upgrade over its predecessor and is aimed squarely at the likes of the Ford Everest and Isuzu MU-X. After driving it for the better part of a week, it’s clear that the new Prado is very good. In fact, it’s arguably a better all-round package, and better value for money, than the LC300.A Land Cruiser, But DifferentJust like the Land Cruiser sold in America, the Prado is based on the same TNGA-F architecture as the LC300. Additionally, the model sold outside of the US also looks very familiar. But things are very different under the hood. While US models are powered by a 2.4-liter turbocharged i-Force Max hybrid powertrain with 326 hp and 465 lb-ft (630 Nm) of torque, the Aussie-spec SUV comes with a more humdrum engine.Review: 2024 Toyota Land Cruiser Sahara ZX Ticks Most Boxes But Has Its FaultsMore specifically, it’s sold exclusively with Toyota’s 2.8-liter turbo-diesel four-cylinder that has been around for years, powering models like the Hilux and even the Land Cruiser 70 Series. While it’s a tried and tested engine, it only delivers 150 kW (201 hp) and 500 Nm (368 lb-ft). Those figures aren’t just a far cry from the American model, but they’re also way down on the LC300, which churns out 227 kW (304 hp) and 700 Nm (516 lb-ft) thanks to its 3.3-liter twin-turbocharged V6 diesel. What is new with the Prado’s powertrain is the inclusion of a 48-volt mild-hybrid system that includes an 8.4 kW (11 hp) and 65 Nm (48 lb-ft) electric motor and a 4.3Ahr lithium-ion battery. An eight-speed transmission comes standard across the range.PricesLocal prices start at AU$72,500 ($48,300) for the GX and increase to AU$79,990 ($53,300) for the GXL, AU$87,400 ($58,300) for the Prado VX, AU$92,700 ($61,800) for the Altitude, and top out at AU$99,990 ($66,700) for the flagship Kakadu. By comparison, the US model kicks off from $57,200 for the retro-themed 1958 model, and the range is topped out by the $63,275 flagship version. We tested the Prado VX in Queenstown, New Zealand.Finally, A Modern InteriorThe cabin of the new Prado is a radical departure from its predecessor, and is all the better for it. Indeed, it actually feels more fresh and modern than the cabin of the pricier and more luxurious 300.The highlight are the dual 12.3-inch displays across the dash. There’s also a chunky steering wheel, circular air vents, physical dials and switches for the climate control, and a beefy shifter that’s perfect for a 4×4 like this. Our test car did feel a little drab clad entirely in black, but lighter upholstery colors are available.The Prado isn’t quite as spacious as the 300’s, but it is more than big enough for families or groups of friends. There’s also a wireless phone charger and a cool box in the center console that’s perfect for keeping those beverages or beers chilled. Added perks include wireless Android Auto and Apple CarPlay, which worked seamlessly during my time with the LC. However, as with most other current Toyota models, the infotainment software is very basic. The Not So GoodUnlike in the US, Australia’s Land Cruiser Prado is available in five- and seven-seat guises. The one we tested had been optioned with seven seats, and, while it offers a good amount of space in the third-row for kids, these seats rob valuable cargo space.In the Ford Everest and Isuzu MU-X, the third row of seats can fold flat into the floor, but that’s not the case here as sitting beneath the floor of the Prado is the high-voltage battery. That means Toyota has been forced to install the seat bases above it, so they don’t sit flush with the floor when folded down. We get it, the 48-volt gubbins had to be installed somewhere, but the negative impact this has on cargo room is noticable. With the third row in place, there’s just 182 liters (6.4 cubic feet) of space, and with them folded down, this increases to 906 liters (32 cubic feet). In the Isuzu MU-X, there’s 311 liters (10.9 cubic-feet) with all seats in use and 1,119 liters (39.5 cubic feet) with the third-row folded away. Unless you absolutely need a third row, the five-seater Prado is the better option.How Does it Drive?Given how big the new Land Cruiser Prado is, and the fact that it weighs upwards of 2,600 kg (5,732 lbs) depending on the specification, I knew it wouldn’t feel particularly spirited. However, I was disappointed at how gutless it feels, particularly compared to the LC 300.Floor the throttle and the Prado will need roughly 11 seconds to hit 100 km/h (62 mph), far behind the mid-7.0 second figures of the LC300 and the American-spec model. To say I was yearning for the 3.3-liter engine of the LC300 or the 260 kW/650 Nm (349 hp / 479 lb-ft) powertrain of the Lexus GX550, would be an understatement. But with the shock of the boring four-cylinder mill behind me, I quickly started to warm up to Toyota’s new seven-seater SUV. The addition of two extra gears to the transmission over the old model makes a world of difference and the Prado always feels like it is in the right gear at the right moment. The gearbox is also smooth and unobtrusive, operating as the perfect partner to the turbo-diesel engine.The new gearbox isn’t the only big change made. Gone is the traditional hydraulically-operated steering system of the old model, and in its place is a new electrically power-assisted system. Toyota has done a good job tuning it, but couldn’t give it any real feel. It’s also so incredibly light that it’s at odds with the rest of the Prado which feels big, heavy, and slow. On the other hand, this isn’t always a bad thing. The light steering helps ensure the Prado is easy to maneuver, whether that be on tight roads or in parking lots. However, it feels very disconnected from the front wheels, so it’s difficult to to know where the edge of grip is. This proved to be an issue on the icy and corrugated dirt roads that I drove on frequently during my time with the Toyota.Helping redeem the somewhat disappointing steering setup is the suspension. All VX and Kakadu models come standard with adaptive variable suspension (AVS) that’s designed to improve ride comfort and handling. I found it to be impressively comfortable over all kinds of different surfaces, and it’ll nicely suit families or those looking to make the most out of its 3,500 kg (7,716 lbs) towing capacity.Like any Land Cruiser, the Prado boasts some serious off-road chops. In addition to the standard Normal, Comfort, Eco, Custom, Sport and Sport+ drive modes, there are terrain modes for Snow, Mud, Sand, and Dirt. It also includes a locking center differential, hill descent control and low-range gearing. In Australia, the Altitude trim also sports a locking rear differential.Unfortunately, we were not able to take the Prado along any challenging off-road trails when we had it at our disposal, so we’ll reserve judgement on its abilities until we can test it properly in this area. However, we have no doubt it’ll be able to easily deal with the challenges thrown at it by the vast majority of owners.VerdictVisually, the new Land Cruiser Prado is hard to fault. It includes some classic 70 Series-inspired elements and is a much more visually appealing than its predecessors. On the open road, its presence and proportions are also far more appealing to the eye than the LC300.Similarly, the interior is a monumental leap over the old model. Moreover, I prefer the cabin of the new Prado over its bigger brother, despite the former being much cheaper.There’s also little doubt that the new Prado is better to drive than the old one. However, the 2.8-liter turbo-diesel does feel underdone in this package, even if it does have slight power and torque advantages over the 3.0-liter four-cylinder Isuzu MU-X. The Ford Everest’s available 3.0-liter turbo-diesel V6, delivering 184 kW (247 hp) and 600 Nm (443 lb-ft), feels more suitable for a vehicle like this. However, if you want near-guaranteed reliability in a well-rounded package, the Toyota is an excellent choice.
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