Tow Test: Toyota LandCruiser Prado 2014

Toyota’s Prado seven-seat wagon is an omnipresent sight on Australian roads, boat ramps and caravan parks.

It’s Australia’s fourth biggest selling SUV, outselling its 200 Series LandCruiser big brother and is by far the most popular ‘true’ four-wheel drive in the country. And that’s despite it being at least $10,000 more than most direct competitors.

Five years since the 150-series Prado arrived in showrooms, the large off-roader has received a mid-life update, including a few worthwhile tweaks to help keep it on top of the sales charts.

Externally, these extend to a new sweeping headlight design incorporating daytime running lights and LED main beams on some models, deeper front bumper and new five-star grille, and new taillights.

Equipment levels are also improved across the range. For example, Toyota has added features like a reversing camera, new 17in alloy wheels and six-speaker audio system with 7.0inch touchscreen display to the base level five seat GX (from $55,990), while the volume-selling, seven seat GXL tested here also benefits from heated and power retractable exterior mirrors.

However, pricing for the already premium-priced Prado has increased by up to $1455 across the 11 variants available, with the range now capped at $92,590 (plus on-road costs) for the Kakadu diesel auto.

Priced at $64,190, the diesel auto GXL also comes with three-zone climate control, rear parking sensors, roof rails, side steps, foglights, leather steering wheel and gear shifter, roller blind cargo cover and two additional cup holders.

Thumbs up for the user-friendly touchscreen and Bluetooth connectivity, as well as very effective air-con, but it’s disappointing that sat nav is only included in the much more expensive ($78,990) VRX.

While retaining the rugged body-on-frame chassis design, Toyota has retuned the steering and suspension systems to deliver an improved on-road driving experience. As a result the latest Prado is noticeably less truck-like around town than the similarly rugged Isuzu MU-X, Holden Colorado 7 and Mitsubishi Challenger.

Diesel engine clatter is well suppressed in the cabin, and it doesn’t lurch or pitch as much around corners as its main rivals, despite a high-riding wagon body and almost two and a half tonne bulk.

Feedback and feel through the chunky steering wheel is commendable while the softly-sprung Prado rides smoothly over a range of surfaces with few irritating bumps and thumps to disturb the ambience.

Our only concern was a distinct loss of grip when the bitumen turned wet and greasy, with the factory-fitted Dunlop Grandtrek AT20 squirming and squealing disconcertingly at the slightest turn-in.

While Prado fans would have liked to see more mechanical upgrades, the carry-over diesel engine and five-speed auto transmission continue to do the job nicely. The under-stressed 127kW/410Nm 3.0-litre turbo-diesel rarely has to rev above 2000rpm, and lopes along in traffic with little evidence of harshness or vibration right through to the 4400rpm redline.

There are also sufficient reserves of torque to justify the Prado’s 2500kg maximum braked towing capacity, with both a caravan and boat weighing around two tonnes a piece providing few problems. 

However, it did seem to struggle a tad more up hills than the Isuzu MU-X we used recently to tow a three-tonne van. On the plus side the 2330kg ‘dry’ weight helped contribute to a well-planted, reassuringly solid feel when towing.

Those wanting to use the Prado for towing will also be pleased to hear that Trailer Sway Assist is now standard across the range, although perhaps fortunately we didn’t get the chance to experience it in action.

When towing, fuel economy rose to around 15-16L/100km, from 10L/100km when driving ‘solo’ around the ‘burbs.

As well as fancier kit like rear DVDS and leather seats, the GXL misses out on upgrades to the Australian-developed Kinetic Dynamic Suspension System (KDSS). Fitted to VRX and Kakadu variants, it essentially allows the Prado to venture even further into the bush.

However, it does retain the full-time four-wheel drive system with two-speed transfer case and lockable Torsen centre LSD which, along with hill descent control and 220mm clearance, is sufficient for some serious off-road work.

Toyota has also improved the Prado’s interior which is slightly more functional and classier than before. Larger adults will welcome the big cushioned seats and amount of space in the first two rows, while access to the third row seats has been made easier. But like many seven-seaters, there’s limited headroom in the third row and minimal rear cargo space with all seats in play.

Like most ‘real’ off-roaders, the Prado has a side-hinged, swing gate rear door with mounted, full-size spare wheel. And when the going gets rough, occupants can choose from 12 interior handles to grab on to. Then there’s the class-leading touring range thanks to a 150 litre fuel tank. And speaking of ‘home away from home’ practicalities, how many SUVs have a 220V/100V plug in the boot?

While they could have done more, Toyota has done enough to ensure the Prado remains a popular fixture in suburban driveways, while adding a reversing camera and Trailer Sway Assist boost already solid towing credentials.

While there are much cheaper seven-seat off-roaders on the market, and more capable tow tugs, few vehicles are as comfortable with the school run as a Simpson Desert crossing or on a Big Lap of Australia.

TOYOTA LANDCRUISER PRADO GXL 

Engine: 3.0-litre four-cylinder turbo-diesel
Max. power: 127kW at 3400rpm
Max. torque: 410Nm at 1600rpm
Transmission: five-speed automatic
Suspension: all-coil independent (front), five-link live axle (rear)
Length: 4930mm
Width: 1885mm
Height: 1890mm
Wheelbase: 2790mm
Ground clearance: 220mm
Kerb mass: 2330kg
Gross Vehicle Mass: 2990kg
Towing cap. unbraked/braked: 750kg/2500kg
Tow ball mass maximum: 250kg
Fuel economy (claimed): 8.5L/100km
Price: $63,190 (MRRP)