Toyota LandCruiser Prado Review: Is It Still the King of Touring 4WDs?

What Does the Prado Cost in Australia?

Toyota offers the new Prado in five variants. The range opens with the GX at $73,200 and climbs to the $100,690 Kakadu at the top. Every single variant uses the same 2.8-litre turbo-diesel engine with the 48V mild-hybrid system, so you are really choosing based on comfort, tech, and seating configuration rather than powertrain. Here is the full lineup:

Driveaway pricing adds roughly $3,000 to $6,000 depending on your state. NSW and QLD buyers typically land at the lower end, while Victorian stamp duty pushes costs up a bit more. The Prado does not attract luxury car tax on any variant, which is a relief given the Kakadu's sticker price.

The $73,200 GX is the volume seller for fleet buyers and those who plan to take it properly off-road and do not want to worry about scuffing premium leather. But the sweet spot for most families is the GXL at around $79,000. You get the third row, better interior trim, and the larger infotainment screen without crossing into $90k territory. Our best towing vehicles guide breaks down how the Prado stacks up on value per tonne of towing capacity.

Interior and Tech

If you sat in the old 150 Series Prado and then jumped into this one, you would think you were in a different brand entirely. Toyota has completely overhauled the cabin. The dashboard is cleaner, the materials are softer, and the infotainment system has finally entered the modern era.

The centrepiece is a 12.3-inch touchscreen (standard from GXL up; the GX gets an 8-inch unit) running Toyota's latest multimedia system with wireless Apple CarPlay and Android Auto. It is responsive enough, though still not as fluid as what you get in a Hyundai or Kia. The digital instrument cluster is clear and configurable, with off-road readouts showing pitch, roll, and wheel articulation when you venture off the bitumen.

Material quality scales with the price. The GX gets cloth seats and harder plastics on the lower door cards, which is fine for a workhorse. Step up to the GXL and you get leather-accented seats, a leather-wrapped steering wheel, and soft-touch surfaces across most of the dashboard. The VX and Kakadu push further into genuine luxury territory with full leather, quilted seat inserts, ambient lighting, and the Kakadu's JBL premium audio system with 14 speakers.

Rear passengers get their own climate zone (dual-zone up front, separate rear controls from GXL up), USB-C charging ports in all three rows, and enough headroom that even tall adults are comfortable. The second row slides and reclines, which is a godsend on long touring trips through the outback.

The third row in the GXL, VX, and Kakadu is functional but not spacious. Kids up to about 12 will be fine. Adults will manage shorter trips but will not want to spend three hours back there on the Hume Highway. When not in use, the third row folds flat into the boot floor, which is a much cleaner solution than the old model's side-folding arrangement.

What's Under the Bonnet

Every Prado variant runs the same powertrain: a 2.8-litre turbo-diesel four-cylinder with a 48V mild-hybrid system. It produces 150kW at 3,400rpm and 500Nm of torque from 1,600rpm. That torque figure is the headline. 500Nm available from just above idle makes the Prado feel effortlessly strong in virtually every situation. Towing, hill climbing, overtaking on country two-lane roads. it pulls hard without needing to be thrashed.

The 48V mild-hybrid system does not drive the wheels on its own. Instead, it assists the engine during low-speed manoeuvring, smooths out stop-start transitions, and powers the air conditioning compressor electrically so the cabin stays cool when the engine is off at traffic lights. It also recovers energy during braking and coasting. Toyota claims the system contributes to the 7.6L/100km combined figure, which is genuinely impressive for a 2.3-tonne ladder-frame 4WD.

The 8-speed automatic is well-calibrated. Shifts are smooth under normal driving and quick enough when you put your foot down. There is no CVT in sight, which will please anyone who has been underwhelmed by Toyota's CVT applications in their car range.

Driving

The old Prado was competent but never what you would call enjoyable on the road. It was floaty, the steering was vague, and it felt like a vehicle that tolerated bitumen rather than enjoyed it. The new model changes that substantially.

The TNGA-F platform (shared with the full-size LandCruiser 300) brings a stiffer body, better-tuned suspension, and a lower centre of gravity. On the highway, the Prado now tracks straight with minimal steering corrections, and the adaptive dampers on the VX and Kakadu provide a genuinely comfortable ride. Even the GX and GXL on their standard suspension are noticeably more composed than the old model.

Around town, the mild-hybrid system shines. The start-stop function is much smoother than a conventional system. the electric motor spins the engine up quickly and quietly, so you do not get that annoying shudder every time the lights go green. Parking is straightforward thanks to good visibility and a tight (for this class) turning circle.

On the highway at 110km/h, the 2.8L diesel is relaxed and quiet. There is a slight diesel clatter at idle and under hard acceleration, but at cruising speed, wind and tyre noise dominate rather than engine noise. Noise levels have improved markedly over the old model.

Off-road is where the Prado has always excelled, and this generation takes it further. Full-time 4WD with a locking centre differential is standard across the range. The Kakadu adds Toyota's Kinetic Dynamic Suspension System (KDSS), which electronically disconnects the sway bars to allow greater wheel articulation over rough terrain. The crawl control system and multi-terrain select are genuinely useful tools that let the car do the hard work while you steer.

Ground clearance is 221mm, approach angle is 31 degrees, departure is 22 degrees, and the ramp-over angle is 22 degrees. Water wading depth is 700mm. These are proper off-road numbers, not the cosmetic specs you see on soft-roader SUVs. For buyers heading into the Australian bush regularly, the Prado remains one of the most capable vehicles you can buy without stepping up to a full-size LandCruiser.

Towing is another strength. At 3,500kg braked, the Prado handles a large tandem-axle caravan, a decent-sized boat, or a horse float without complaint. The 500Nm of torque and the 8-speed auto keep the engine in its sweet spot, and trailer sway control is standard. Combined with the 110-litre fuel tank, you are looking at a realistic 700-800km touring range while towing, which is enough to get between fuel stops in most parts of the country. Our towing guide has more detail on real-world towing performance.

Equipment Highlights by Variant

GX ($73,200)

• 8-inch touchscreen with wired Apple CarPlay/Android Auto
• Cloth seat trim
• 18-inch alloy wheels
• Dual-zone climate control (front)
• Full-time 4WD with low-range transfer case
• Toyota Safety Sense 3.0 suite
• LED headlights and tail lights
• Rear parking sensors and reversing camera

GXL (~$79,000)

• 12.3-inch touchscreen with wireless Apple CarPlay/Android Auto
• 7-seat configuration with third-row seats
• Leather-accented seat trim
• Powered tailgate
• Tri-zone climate control
• Digital rear-view mirror
• Roof rails
• Front and rear parking sensors

Altitude (~$84,000)

• 5-seat configuration with larger boot
• Panoramic sunroof
• Premium audio system (10 speakers)
• Unique alloy wheel design
• Black exterior accents
• Heated front seats

VX (~$89,000)

• Full leather interior
• Adaptive variable suspension (AVS)
• 12.3-inch digital instrument cluster
• Head-up display
• Heated and ventilated front seats
• Heated second-row seats
• Power-adjustable steering column
• Premium 10-speaker audio

Kakadu ($100,690)

• Everything in VX, plus:
• Kinetic Dynamic Suspension System (KDSS)
• JBL premium audio (14 speakers)
• 360-degree camera system
• Cooled front seats
• Multi-terrain monitor with under-body camera
• Rear differential lock
• Unique front grille and bumper design
• 20-inch alloy wheels

Safety

The Prado holds a 5-star ANCAP safety rating based on the latest Euro NCAP testing protocols. Toyota Safety Sense 3.0 is standard across every variant, which includes:

• Pre-Collision Safety System with pedestrian and cyclist detection (day and night)
• Lane Departure Alert with steering assist
• Lane Tracing Assist (active lane centring on highways)
• Dynamic Radar Cruise Control with stop-and-go
• Road Sign Assist
• Automatic High Beam
• Rear Cross-Traffic Alert (GXL and above)
• Blind Spot Monitor (GXL and above)

The Kakadu adds a 360-degree camera system and a multi-terrain monitor that includes a camera under the front of the vehicle, so you can see exactly where your front wheels are when navigating over rocks or ledges. It sounds gimmicky until you use it on a narrow track and realise it saves you from expensive rock rash.

Passive safety includes eight airbags across the range, including curtain airbags that extend to cover third-row passengers in the 7-seat models. The ladder-frame construction provides inherent crash protection, and the body structure uses high-strength steel in key areas.

ISOFIX anchor points are fitted to the two outer second-row seats, with top tether points for all three second-row positions. If you are running child seats and need the third row for older kids, the second row can accommodate two child seats while the centre position remains usable with a top-tether restraint.

Running Costs

The Prado's 2.8L turbo-diesel has a claimed combined consumption of 7.6L/100km. In the real world, expect roughly these figures at 15,000km per year:

• Fuel (unladen): Around $2,400-$2,700 per year at current diesel prices (~$1.90-2.10/L), assuming 9-10L/100km real-world average
• Fuel (towing regularly): $3,500-$4,500+ depending on load and terrain
• Servicing: Toyota's capped-price servicing runs at approximately $350-$500 per service, with intervals every 10,000km or 6 months. Budget $700-$1,000 per year
• Tyres: 18-inch all-terrain tyres run $280-$350 each. Budget $400-$500 per year amortised
• Insurance: Approximately $1,800-$2,500 per year depending on your age, location, and claims history

Total annual running costs sit around $5,500-$7,000 unladen, which is par for the course in this segment. The Ford Everest and Isuzu MU-X are slightly cheaper to run due to lower purchase prices, but the Prado's resale value partially offsets this. After five years, a Prado typically retains 60-65% of its purchase price, which is among the strongest depreciation profiles of any vehicle sold in Australia.

Toyota's 5-year unlimited-kilometre warranty covers the basics, and the capped-price servicing program takes the guesswork out of maintenance budgets. Extended warranties are available through Toyota if you want additional peace of mind beyond five years.

Boot Space and Dimensions

At 4,990mm long, 1,980mm wide, and 1,935mm tall on a 2,850mm wheelbase, the Prado is a big vehicle. It fills a standard Australian garage but does not overhang. Parking in tighter CBD spots takes some spatial awareness, but the reversing camera and parking sensors (front and rear from GXL up) make it manageable.

Boot space in the 7-seat models is 390 litres with the third row up. That is enough for the weekly grocery shop but not much more. Fold the third row flat and you are looking at around 750 litres, which is genuinely usable for a family road trip. The 5-seat GX and Altitude have the advantage here, with significantly more cargo room since there is no third row to work around.

The boot floor is flat when the third row is stowed, and the powered tailgate (GXL and above) opens to a practical loading height. There are tie-down points in the cargo area and a 12V outlet for running a fridge. For serious tourers, the Prado's cargo area is well thought out.

Rivals: What Else Should You Cross-Shop?

Ford Everest (from ~$58,990)

The Everest is the Prado's most direct rival. It starts at a much lower price, offers a 3.0L V6 turbo-diesel option on higher grades with 184kW/600Nm, and the interior is arguably more modern with its portrait touchscreen and SYNC4 system. The Everest also tows 3,500kg. Where it falls short is off-road hardware (no KDSS equivalent), long-term reliability perception (Toyota's reputation is hard to beat), and resale value. The Everest is the better value proposition on paper, but the Prado holds its value significantly better over five years.

Isuzu MU-X (from ~$52,900)

The MU-X is the budget option in this segment, and it is a compelling one. The 3.0L turbo-diesel makes 140kW/450Nm, tows 3,500kg, and the interior is straightforward and well-built. It lacks the Prado's refinement, tech, and off-road sophistication, but for buyers who want a tough 4WD that can tow and go off-road without paying $80-100k, the MU-X deserves a serious look. It also has excellent regional dealer support through the Isuzu Ute network.

Mitsubishi Pajero Sport (from ~$50,990)

The Pajero Sport is the ageing option in this company. It is still a capable off-roader with Super Select 4WD, 3,100kg towing, and competitive pricing, but the interior feels a generation behind the Prado and Everest. Mitsubishi's 10-year/200,000km powertrain warranty is a standout, though. If you plan to keep the car long-term and are less concerned about the latest tech, the Pajero Sport is worth a look. Our best 4WD guide compares all of these in more detail.

Our Take: Should You Buy the Toyota Prado?

Yes, if:

• You need genuine off-road capability, not just a raised ride height and plastic cladding
• You tow regularly and want 3,500kg capacity with a refined, torquey diesel powertrain
• Long-term resale value matters to you. the Prado's depreciation curve is the flattest in the segment
• You want a vehicle that works as both a daily family car and a weekend adventure machine
• Toyota's reliability track record and dealer network are important to you
• You are planning serious touring and need a 110L tank, proper 4WD hardware, and the confidence that comes with the LandCruiser name

Maybe not, if:

• Budget is tight. the Ford Everest and Isuzu MU-X offer 90% of the capability for significantly less money
• You mostly do urban driving and rarely venture off sealed roads (a mid-size SUV like the RAV4 or CX-5 would be cheaper and more efficient)
• You want a petrol or full-hybrid option. the Prado is diesel-only in Australia
• Third-row space is a priority. the Prado's third row is tight for adults. a Kia Carnival or similar people mover is better for adult third-row passengers
• You cannot tolerate long wait times. Prado delivery times remain extended at many dealers

The Prado has been Australia's default touring 4WD for decades, and this new generation is the strongest argument yet for keeping it that way. Yes, you pay a premium over the Everest and MU-X. But the combination of Toyota reliability, class-leading resale, genuine off-road hardware, the new 48V mild-hybrid refinement, and a vastly improved interior makes it very hard to look past. For most buyers, the GXL at around $79,000 is the pick of the range. seven seats, the bigger screen, and enough equipment to keep the family comfortable on long hauls without stretching into six-figure territory.

If you are cross-shopping, start with our Prado vs Everest head-to-head comparison. Or browse the full best 4WDs in Australia guide to see where it ranks against every serious off-roader on sale.

→ Compare all Toyota Prado variants on CarSorted (200+ specs)