Toyota LandCruiser Prado Grande

Arriving in Australia in 1996, the Prado was originally slated to complement to the larger LandCruiser in Toyota’s SUV lineup. It's now easily Toyota's best-selling 4WD, and received a much needed revitalisation in 2003, with an all-new body-on-frame, a 4lt petrol six-cylinder engine with 179kW/376Nm performance, a Torsen centre diff and a 180lt petrol tank. Air conditioning and antilock brakes became standard on GXL and Grande, and interior space grew with an 80mm overall length increase. Euro styling and a lower hip point for easier access brought suburban families in droves.

So while Toyota’s claim that Prado was "designed to drive like a sports car on-road" was nothing more than a marketing man’s lonely, late-night fantasy, the changes did incite us to test the fruitiest model, the Prado Grande.

It ain't cheap, but there’s little missing from this mighty mud-plugger. How’s dual-zone climate control, satellite navigation, electric sunroof, cruise control, six-disc CD changer and a built-in icebox please you? And that’s above and beyond the full leather interior, seating for seven, remote central locking and electric everything.

Of course, fruit accounts for diddly squat if the truck can’t perform, but even with a trailerboat on the back, the Prado does, easily.

The engine's an absolute ripper, with power enough to punch this 2.1-tonne beast at the horizon with more aggression than most other six-cylinder four-wheel drives can muster. The big body and tall suspension does allow a bit of body roll in corners, but this can be fixed by adjusting the air-suspension to its sportiest setting.

The Prado’s smooth ride comes at a cost to handling and tractability. The car swallows bigger bumps with a bop and bounce down the road; corners are clipped with a cumbersome lack of grace; the wheels are quick to squeal if you push the pace. Despite massive 255/65 series 17in Dunlop tyres, the Prado’s bitumen grip is not up to par with some newer vehicles’, though its all-wheel drive system and driver assist electronics make up for this.

Steering is slow to react, but it's lightly weighted and rarely upset. The new five-speed auto transmission is a delight.

In fact, it’s the engine and transmission that take most of the tension out of towing bigger loads, and Prado’s rated up to 2500kg. There’s plenty of grunt for getting larger loads off the mark, and smooth, effortless acceleration. The Prado’s high driving position affords good visibility all around, though it’s hard to see immediately behind the vehicle because of the spare wheel mounting.

The big disc brakes need a firm push on the pedal to respond, but once biting they wash speed smoothly and without any signs of fade in repeated applications.

Fuel consumption will suffer if you're towing big, but we comfortably managed 18lt/100km with a load on the back, not bad for such a big, powerful vehicle.

Overall, Toyota has significantly improved the Prado's appeal both around town and on the tow. Its on-road dynamics are beginning to fall behind the newer breed of cross-over vehicles, but few of them can match Prado's robust towing skills or undeniable off-road ability.

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