This writer has driven plenty of attention-grabbing cars over the years, with the bright blue mid-engine C8 Corvette perhaps one of the most obvious candidates. We have to say we were a little surprised that the new Toyota LandCruiser Prado VX surpassed that.
Now entering its fifth-generation, the J250 model marks a complete departure from its predecessor. Ditching the sleek lines of the 2010s for boxy retro looks, it’s perhaps no wonder we couldn’t go to a café, petrol station or supermarket without being stopped.
What ensued was a lengthy discussion, but perhaps the real mark of its popularity is just how many of those people told us they had an order in for one already. Mind you, the new Prado hasn’t arrived without some controversy either.
Known here as the Prado because we receive the larger 300 Series LandCruiser, while in North America it’s simply a LandCruiser, it’s pushed some buttons, with compromised boot space, frustrating third-row seating, and its ‘mild hybrid’ powertrain.
That’s in addition to the eye-watering pricing, all of which has made the new Prado a hotly debated topic. To find out just what’s what, we grabbed the keys to the mid-spec VX model for a solid 10-day test the latest Toyota to break the internet.
The VX model is priced at a hefty $87,400 before on-road costs, with the most affordable GX model sitting at $72,500 and top-spec Kakadu only a hair shy of six-digits. As a comparison point, the last old-gen Prado I drove was also a VX.
Back then though (in 2023), the price tag read $11,052 less. When you hear anyone complaining about inflation, this is what they’re talking about. With that said, there’s no denying the new Prado takes some big steps forward.
Not only is the design an absolute world-beater – although it’s hard to pick between this and its Lexus GX fraternal twin – but the interior has jumped well over a decade forward. Crystal clear 12.3-inch dual displays and a responsive operating system now feature.
The duo provides the central infotainment system and driver’s instrument cluster. There’s plenty more in the way of soft touch materials throughout the cabin as well, although it’s (perhaps deliberately) not quite at Lexus’ level.
Regardless, you’ll certainly be kept comfortable with heated and ventilated front seats, heated second-row seats, and a heated steering wheel. There’s tri-zone climate control, too, although the switches for it surprisingly feel a little less solid than I’d expected.
The real controversy in the cabin, though, is when it comes to the third-row seats and boot. With the rearmost row unable to be folded flat into the floor of the Prado, Toyota has fitted a removable plastic storage box to create a level floor.
Clearly an afterthought, even the construction of this storage box feels as flimsy as a pre-election promise. The reason why this is all necessary, of course, is because no Prado variant comes with the model’s once iconic tailgate-mounted spare wheel anymore.
Indeed, a side-hinged tailgate is no longer available either, with all variants featuring a top-hinged offering with an openable rear window. There’s also room required for the hybrid system, eating into even more under-floor space.
There’s no denying that once you open it, the boot is smaller than expected. Toyota claims three-row models offer 182-litres of cargo space, expanding to 906-litres with row three folded, and 1,829-litres when the second row drops.
The height of the boot floor makes loading heavy items quite a chore. That said, Toyota has announced a 5-seat GXL is on its way to join the two-row versions of the GX and Altitude, which have 954-litres of boot space (expanding to 1,895-litres).
The VX and Kakadu variants will remain seven-seater only. The Prado also grabs the same 48V hybrid system introduced with the latest HiLux update, which replaces the alternator and ancillaries with an ‘integrated starter generator’ that harnesses regen braking power.
The engine itself is a familiar one, the brand’s longstanding 2.8-litre four-cylinder turbo diesel, although it’s now backed by an 8-speed automatic transmission. It delivers 150kW and 500Nm, with a claimed fuel consumption of just 7.6-litres/100km combined.
With the 48V system introducing stop-start to this engine, it’s impressively quick to fire back up when the lights turn green since it’s sans a traditional starter motor. Aside from that, the power delivery feels fairly similar to most of the other vehicles you’ll find it in.
The additional gears help keep it in the sweet spot in the middle of the rev range more of the time to make progress smoother, and we almost never noticed gear changes. Additional off-roading capability comes in handy too.
Taking it to Goolwa Beach to make the 10km drive down to the Murray Mouth, it handled even the loosest sand confidently, even before playing around with the various off-road controls beyond the convenient locking centre differential.
On the road, the steering is smooth and progressive, and the ride quality is well judged. When you peel back the layers to the origins of its platform and powertrain, it’s impressive how refined it feels.
Aside from the unmistakable clatter of a four-cylinder oiler, it’s worthy of the LandCruiser badge. Whether it will work for you and/or your family is another question entirely, and one which is a case-by-case basis.
If you’re a solo traveller or adventurous couple, we doubt the boot situation will be of much consequence. If you’re a family of five or more needing to fit children, relatives, and things, you’ll likely want to opt for something with a more flexible cargo area.
The Ford Everest, in this instance, is the new Prado’s toughest obstacle, while Toyota itself has admitted some buyers may look elsewhere in its own 4×4 line-up. That said, there is an awful lot to like about Toyota’s latest arrival, even with some compromises.
It’s not going to be for everyone, but for the right buyer, we see it leaving them properly stoked. After all, for a Japanese car that somehow still feels this Aussie, what other adjective is there?
You can find out more on the Toyota Australia website or by talking to your local dealership. To get a low rate finance quote, talk to Credit One, Australia’s best reviewed car finance broker. 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.
One correction worth noting is that the Prado is made in Japan rather than Thailand like the Everest.
Updated now, thank you.