Back in 1996 when Toyota first released the LandCruiser Prado in Australia, its only direct competitor was the Mitsubishi Pajero. It quickly enjoyed popularity among those who wanted the positive attributes of its bigger sibling, but in a smaller package.
Fast forward to 2025 and it’s up against options like Ford’s Everest and new entrants like GWM’s Tank 500. Now in its fourth generation on Australian shores and built on the same platform as its big brother, the 300 series, it continues a strong legacy.
It’s the Altitude grade we’re testing, which sits below the range topping Kakadu and is now a permanent fixture. With a focus on off road capability, it turns what some will say was a bit of a sticker pack, into a focused model.
Capability starts with underpinnings when we talk such vehicles, where KDSS suspension normally reserved for the Kakadu features, along with an electrically detachable front stabiliser bar for improved articulation.
This is complemented by rear and centre diff-locks that work with off road drive modes to keep the 265/70/18 Toyo All Terrain rubber on terra-firma. Ours was optioned with a steel bull bar, light bar and winch.
Adding just under $10,000 to the price, they are an expensive choice, but come with the benefit of coverage under a manufacturer warranty. That bar work is colour coded to match the Tanami Taupe paint gracing our example (one of eight hues available).
Set against the contrasting white roof, the exterior design screams retro boxy, an appealing improvement over the outgoing model. Climbing aboard reveals a sea of dark charcoal grey. The materials are all high quality, albeit a little drab and basic.
The monotony is outweighed by a roomy and comfortable space, with ample room across both rows; noting that the Altitude is only available as a 5-seater. The front pews offer electric adjustability, heating and ventilation and are both well sized and bolstered.
The driver grips an electric tilt-and-reach adjustable heated steering wheel while peering at the instrument cluster and a head-up display. It projects onto a flat and upright windshield, which was quieter than we would’ve expected at freeway speed.
A black headliner houses a sunroof, while low door lines and huge mirrors make for great visibility, ensuring checking for obstacles when off-roading is easy. The multi-terrain monitor supplements this with a range of camera views to help when things get rough.
The Altitude gets a 3100kg GVM and 3500kg brake towing capacity, each an improvement on the outgoing model. Payload is down by up to 60Kg depending on grade. Like any off road capable vehicle, careful consideration should be given to usage intent before buying.
Retro touches continue inside with round air conditioning vents which flank a 12.3-inch central screen. Wired and wireless Apple CarPlay and Android Auto feed an excellent 14-speaker JBL sound system. There are two USB-C ports and a wireless charger.
An unexpected but appreciated touch is the cool box in the centre console that can house four 600ml water bottles. Up the back, the rear row has its own vents and air conditioning controls, along with two USB-C ports for charging duties.
It’s a comfortable place to be with adequate legroom for adults. Given the off road focus, removal of the third row is a reasoned move. There’s plenty of room back there, with the flimsy plastic box of the 7-seater replaced with a shorter version to make a flat floor.
It means you get 954-litres of room with the rear row up. Despite the lower floor, it’s still a slight annoyance having to lift gear in, even if it’s only a few inches. A touch of a button lifts a traditional tailgate, which was the point where we noticed the underbody spare tyre.
This setup is good for inner city use, and there is access through the rear window too, but digging out a spare tyre off road when you’re bogged to the axles is a real inconvenience and will likely affect sales to that market.
Range is good at about 1000km, but that underfloor spare has meant the new Prado “only” carries 110-litres of fuel, well down on the 150-litres of the outgoing model, with a 15-odd litre tank of AdBlue to boot.
That’s still good range, but like the spare, may be an issue in the off road space. The 2.8-litre turbo diesel 48V mild hybrid engine is attached to an 8-speed automatic gearbox. It isn’t a bad thing, it’s been around for yonks and this writer sampled it in the Hilux Rogue.
It’s solid and relatively frugal given the 2520Kg mass it needs to move around, although we couldn’t better 9.7-litres/100km against a claimed 7.6-litres/100km. It’s punchy enough but it’s just too noisy and rough given how far the rest of the package has come.
It was very hard not to compare it to the Ford Everest, with its silky-smooth turbo diesel V6. Where the Prado does better is in the suspension setup, which proved to be a little more compliant in general, but really comes into its own when absorbing bumps at speed.
That applies both on and off road, keeping things in check regardless of the situation. Over more technical terrain the clearance afforded by the bull bar was welcomed but drove the confidence to tackle ruts that invariably snagged the rear of the vehicle.
We also found the swaybar disconnect worked well to affect not only articulation in the front but the attitude of the entire chassis through tougher sections. A range of terrain modes are available, including Mud, Sand, Dirt, Rock and Deep Snow.
Rock mode helped a great deal in our test circuit but like most modern assist systems, required a counterintuitive continued throttle application to work things out and maintain forward motion.
This grey-haired writer found joy in a more old-school traction aid, the rear diff lock. Further off road related wizardry includes hill descent control, downhill assist and a locking Torsen centre diff. As one would expect there is a full suite of safety gear on board too.
We found the reverse braking assist problematic on one occasion when we were backing out of a rut, which it recognised as an issue, applying the brakes. This really needs some sort of calibration or a way to be turned off.
Which leads us to the price. At $92,700 ($107,416 as tested) plus on-roads, it’s a hefty increase on the outgoing model. It does leave some on the table in areas, but what it continues to do is offer hassle free and easy family touring, both on or off road.
You can find out more on the Toyota Australia website or from your local dealership. To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by Toyota Australia for independent review purposes.
