The new Prado is part of a growing shift in 4WD SUV design toward tough, practical square- edged design. This is the first new Prado in 15 years, and the SUV market has moved ahead in the time it has taken to engineer this new Cruiser.
So where does the new Cruiser fit in? It’s got plenty of offroad credibility, as it should. Permanent 4WD, hi-lo transfer case, body-on-chassis format, centre and rear diff locks. Diehard Prado fans will not be disappointed. For the rest of the SUV- buying world, this thing is utterly modern inside, a haven for occupants. Important controls are set in a bank of switches, not buried in the infoscreen. The ‘leather accented’ seats are ergonomic and stylish, and the rows behind the driver are well- supplied with services like power outlets, air-con controls and cupholders.
A number of body panels are made to be deformable so that they can stand up to being bashed about, and if the bumper does need replacing, it can be done in sections. The edges of the bonnet are raised, making the Prado easier to place in tight spaces. The windscreen is more upright than before. That’s not so great for aerodynamics, but great for visibility and for giving shade on hot days – and did anyone really buy a 4WD for its slippery shape?
The new Prado is longer than the version it replaces. It’s built on the same TNGA-F platform as the mighty Land Cruiser 300; it’s 10mm longer than LC300 and the same width. The model range is four-strong, starting with the GXL, stepping up to VX, Adventure and VX Limited. There are five seat and seven seat models, though the five seaters are only available at GXL and Adventure level.
The Adventure, our first experience of the new range, is geared toward off-roading and could well be the best in the range for its all-road, off-road, main road ability.
Climb into the cabin and there’s a landscape-oriented infoscreen for navigation, phone and sound system controls. It’s not inappropriately luxurious for a vehicle that can be taken into some tough, tight, gnarly places; nor is it cheap or unpleasant. The seats are ‘synthetic’ leather and are superbly sculpted. The second-row bench has an adjustable backrest and easily flips forward to allow access to the third row.
That third row is a little problematic. Putting the full-sized spare under the rear creates a raised but acceptable loading area – until you bolt the third-row seats in there, raising the cargo floor to almost chest level. A five- seater might be the better bet.
Driver assists follow modern practice, which some might call ‘nag till compliance occurs’, though Toyota’s lane-keeping assistance is better than most, simply giving a gentle tremor and correction through the wheel to get the driver’s attention.
The engine is a slightly evolved version of the 2.8-litre turbodiesel in the Hilux, with the same 48-volt mild hybrid system. It makes the same 150kW/500Nm as the Hilux and is coupled to an eight-speed transmission.
Out on the road, the Prado is a commanding presence, a ‘lane filler’ on the motorway that relaxes into thick or light traffic. The head-up display makes the main instrument cluster quite redundant for most trips, putting key info right at the base of the windscreen. Dark trim, low noise levels and privacy glass in the rear make the Prado a pleasant environment for long-haul trips.
The Prado will go places the LC300 might never see and will do it in more style than Hilux or LC70.
