Toyota LandCruiser Prado

These bigger dimensions have more impact in the cheaper seats, the middle row getting 60mm more legroom, 30mm more shoulder-room and more headroom because of a lower seat height.

The Prado debuts a system Toyota is calling DAT - Driver Assist Technology. This is the package name given to the following Prado electronic driver aids: DAC - Downhill Assist Control is designed to prevent the vehicle slipping sideways on a steep descent by allowing “feet-off” driving; HAC - Hill start Assist Control manages the brakes and throttle to stop the Prado slipping backwards when a forward gear is engaged; A-TRC - Active traction control; VSC - Vehicle stability control; ABS, EBD - Anti-lock brakes with electronic brake force distribution; and TEMS - electronically controlled, self-levelling rear air suspension.

None of these systems are new to the automotive world. Some are, however, new to the Toyota Prado, like the HAC, DAC and of course the DAT. And that last one (TEMS) is a boon when towing.

Perhaps the headliner of the new Prado story is the bigger V6 engine under the bonnet. The new, all-alloy 4.0lt V6 is the first of a modular generation that’ll go into other Toyota commercials, and whose technology is also planned for passenger cars, perhaps the Camry or Avalon.

In the Prado, this engine produces 179kW of power and 376Nm of torque, an increase of around 36% and 24% respectively on the old 3.4lt V6, and enough for Toyota to claim best-in-class power figures.

Two other engines are available: a smaller 2.7lt four-cylinder petrol engine, and a 3.0lt turbo-charged four-cylinder diesel for oil-burning fans. All engines are available with either a five-speed manual or four-speed automatic transmission.

Toyota’s offering the Prado in three equipment grades, with prices ranging from $38,990 right through to a hefty $71,990. The basic Prado GX kicks off the range and is available with all three engines hooked to either auto or manual transmission. Standard equipment includes power windows front and rear, power mirrors, CD player and dual front airbags. Air-conditioning is extra, as are anti-lock brakes.

Prado GXL and the top-spec Grande are offered with the V6 petrol and four-cylinder turbo-diesel engines only, and progressively add to the Prado’s equipment list. The $72k Grande even gets a cooler box between the front seats, satellite navigation, traction control, vehicle stability control, rear air suspension and rear curtain airbags.

The LandCruiser Prado is the first Toyota to feature hill start technology, which stops the vehicle rolling backwards on an incline. Toyota’s mass of computers grabs the brakes and applies the power to keep the vehicle stationary while waiting for you to reapply power. The system is great for moving easily forward on slippery boat ramps.

Engine performance seems pretty strong in the two Prado variants we drove, V6 petrol and turbo-diesel, though both could do with a little more torque below 1500rpm. Toyota claims the 4.0lt V6 Prado will return 13.8lt/100km fuel economy, 12.5lt/100km for the four-cylinder petrol, and just 11.1 for the diesel. All V6 and diesel models supplement the standard 87lt fuel tank with another 93lt tank for a total fuel capacity of 180lt. Towing capacities for the separate chassis Prado remain unchanged at 750kg unbraked and 2500kg braked. If you’re towing near the top of the range, we recommend the V6 model and the turbo-diesel, which make mountains of torque available. Both could do with a little more below 1500rpm, but it’s a minor gripe in what is otherwise a competent and competitively priced package.