2025 Toyota LandCruiser Prado review: Australian first drive

It's been a long time coming in many respects, and something Toyota is no doubt looking forward to having on showroom floors.

While it did get some significant changes and upgrades through the years, the previous-generation Prado 150 Series dates back to 2009. In some respects, it looked and felt quite similar to the third-generation 120 Series model that it replaced, which itself dates back to 2002.

What's old is new again, however. This new Prado 250 Series takes more inspiration from the first-generation model (which Australia never got through official channels), which was pretty much a 76 Series LandCruiser body on a more passenger-focussed chassis This new generation looks to the 300 Series LandCruiser, with the two using the same chassis underneath.

What seems unlikely to change is the popularity of the Prado in Australia, which is historically one of Toyota's most popular four-wheel-drives or SUVs.

With around 27,000 examples earmarked for the Australian market over the first 12 months, more than 17,000 orders have already been made.

There is a familiar ladder of names and grades in the LandCruiser Prado line-up, but pricing has shot up quite significantly with this new-generation model.

In terms of powertrain, you've got a carryover 2.8-litre '1GD-FTV' turbocharged four-cylinder diesel engine, which has a new 48-volt motor/generator mild-hybrid system but has the same peak outputs of 150kW and 500Nm. The transmission is new, however, with eight ratios replacing the old six-speeder.

The range starts with GX trim level, which is priced at $72,500 plus on-road costs. But unlike the old Prado GX – and similar to what Toyota did with the 300 Series LandCruiser – this isn't a stripped-out 'poverty pack' option any more.

Chief features on the inside include cloth seats with manual adjustment, a 12.3-inch infotainment system and 7.0-inch digital instrument cluster. There's also a 10-speaker sound system, 220V power outlet in the boot, dual-zone climate control, smart entry with push-button start and a urethane steering wheel.

On the outside, you have a 360-degree camera system, front and rear parking sensors, LED headlights and daytime running lights, and 18-inch alloy wheels.

The new GXL – set to be the most popular choice in the range – is priced at $79,990 plus on-road costs and adds quite a bit of standard kit for the money. Front seats get heating and ventilation, with synthetic leather used for all seats. There's leather wrapping for the steering wheel and gear shifter, and privacy glass at the back.

The Prado GXL also gains three-sone climate control, a powered tailgate, electric adjustment for the driver's seat, wireless phone charging and some additional USB-C power outlets. But perhaps most importantly, this is the cheapest Prado in the range that gets a third row for seven seats overall.

Going up to VX nets you more driving modes, adaptive damping and Multi-Terrain select (and Multi-Terrain Monitor) for off-road driving modes, but off-roaders will have to contend with 20-inch wheels in this grade. It gets a so-called 'lux' grille that trades the retro T-O-Y-O-T-A lettering for the brand's badge instead, along with upgraded bi-LED headlights with auto-levelling.

On the inside, VX picks up four-way electric adjustment for the front passenger, a 12.3-inch instrument display in front of the driver, and a refrigerated cool box in the centre console. Rubber mats are swapped for carpet, and a 14-speaker JBL-branded sound system is employed. There's also tyre pressure monitoring, adaptive high-beam headlights, power adjustment in the steering column, along with memory and adjustable lumbar support for the driver.

Altitude is positioned as the off-road-focussed model in the range, going back to 18-inch wheels (and picking up some Toyo all-terrain rubber), a disconnect mechanism for the front swaybar and locking rear differential. However, this model also loses a few things: adaptive damping, third-row seating and (most befuddling) is the loss of tyre pressure monitoring.

However, it goes back to the old-school grille and picks up a heated steering wheel, digital rear-view mirror, head-up display, moon roof and interior tailgate light.

At the top of the tree is Kakadu, which gets a Torsen limited-slip rear differential, panoramic sunroof, heated and ventilated second-row outboard seats, various interior upgrades you also get on the Kakadu, plus a third row and manual under-thigh adjustment for the driver.

Now sitting on a platform and wheelbase that is shared with the 300 Series LandCruiser, the Prado has increased in size over the previous-generation model. According to the spec sheet, the Prado is 100mm longer than the old generation (without counting the choice of a rear-mounted spare wheel on the old model) and 95mm wider.

This should translate to increased levels of interior space. However, it's hard to say exactly that without doing a back-to-back comparison with the old generation. Don't get me wrong, this new Prado is quite spacious and comfortable for occupants. But, you could say the same thing about the old Prado as well.

Up front, the dashboard of the new Prado is smartly laid out with plenty of nice touches (especially in higher grades) and tactile interfaces for your various controls.

Compared to the previous-generation model, it's a strident step into modernity. You'll notice similarities through the infotainment system and driver's display compared to the new Lexus GX (more on that later), but this Prado does have its own range of well-designed and intuitive switchgear.

Compared to other systems that depend heavily on touchscreen controls for various functions, this setup is vastly superior. And the inclusion of your driving control functions through the dial and range of buttons around the centre console works swimmingly.

There's a good array of USB outlets here (plus a wireless charging pad for GXL and up), a dual-zone climate-control system (three-zone from GXL and up), good ergonomics through the seat adjustment and a wide array of standard kit. Check this link for the full breakdown of Prado price and equipment.

In the second row, you've got good amounts of leg room and head room available on all specifications. Air vents have moved to the roof, and there's a good amount of comfort through the seat base and backrest, which is tilt-adjustable.

One big winner from the new Prado's design is overall visibility in the second row, for kids and adults alike. It makes for an airier space, but also includes everyone in the conversation and journey. From my experience, kids who can see clearly out all of the windows tend to be much happier on longer journeys.

One thing that's missing is the sliding ability of the second row, which is something that the Everest has. And that's important, because most family-oriented trim levels of the new Prado have a third row.

And while the third row enjoys amenities like air vents, big windows and cupholders, it can be tight for adults in the back here. A sliding second row would fix most of this problem, but Toyota instead opted to go with a tumble-forward second row. For kids (and adults who are loath to complain), it's okay. But it's not excellent.

What's certainly not excellent is the amount of boot space on offer, mostly for the seven-seat model. Because there is a battery under the floor of the boot, the third row cannot and does not fold into the floor. Because it sits high and proud, Toyota has flattened the floor with a flimsy-feeling storage box that is a compromise at best.

It means you're left with a more constrained boot space as a seven-seater and only 182L of claimed space. But if you're putting stuff into the box and then loading other things on top of it, that's annoying.

For a five-seat model, it's not as horrendous. You'll notice the slightly raised floor for battery accommodation, but 954L of space is plenty.

One thing that's shared across the range is a 12.3-inch infotainment display, which runs Toyota's latest operating software. This system has Apple CarPlay and Android Auto (including wireless connectivity for both), native navigation. and digital radio.

It's a simple and straightforward system, which seems to be designed to offer simple access to basic functions, rather than razzle and dazzle with a maze of options. Personally, I prefer this.

This new Prado also picks up Toyota Connected Services capabilities, that will give owners one year's complimentary access to things like stolen vehicle tracking, guest driver settings, location and vehicle status, and more.

After one year, these services cost either $9.95 per month or $12.50 per month depending on how much you want included. If you'd prefer not to spend, only the basics like vehicle location, safety functions, odometer and status are included as a complimentary offering.

Drive understands the process of crash-testing the new LandCruiser Prado is still underway. Therefore, there are no crash-test results to draw upon for the Australian market.

In keeping with Toyota's approach to safety in recent new model launches, the LandCruiser Prado is well equipped with safety technology and equipment.

Toyota's so-called 'Safety Sense' package includes all of the important and helpful active safety technology, as evidenced by the below table.

There are nine airbags inside the new Prado, which includes knee airbags for the driver and front passenger, and the side curtain airbags offer full coverage for those in the third row (if you have one).

Toyota's capped-price servicing program includes the Prado 250 Series, with a $390 fee attached to each visit to the dealership. Like other Toyota commercial and four-wheel-drive vehicles, this is required every six months or 10,000km, which is more frequent than most.

This also means each year of servicing will cost $780, which is relatively high. However, some buyers will no doubt appreciate the shorter intervals and closer attention paid.

As with other Toyota vehicles the standard warranty is for five years. There's no distance cap for private use, but a 160,000km limit applies to vehicles used commercially (rental, ride-share, delivery, etc). Toyota also provides 'up to' two extra years engine and driveline warranty, and 5 years of additional 48-volt battery cover for cars that are serviced on time, to the manufacturer's schedule, and undergo an annual battery health check.

Being a new model, the Toyota LandCruiser Prado is yet to be covered by our comparative online insurance quote generator. When we spend more time with the Prado in the future, however, we will be sure to get a better gauge on insurance costs.

While some might be impressed by the prospect of a turbocharged diesel engine with electrical assistance, it's worth stressing that the amount of extra assistance you get from this is minimal at the very most.

Toyota quotes outputs of 8.4kW and 65Nm, which can theoretically add some electric assistance to the diesel engine without taking its place at low speeds. Toyota claims the mild-hybrid system can help to fill in gaps when torque isn't plentiful.

However, Toyota doesn't claim a combined output of power or torque in this case, and is very careful not to call this system a true 'hybrid'. Toyota already has plenty of proper hybrids in its own line-up, and doesn't want to dilute that with this 48-volt system.

For reference's sake, this combined claim of 7.6 litres per 100 kilometres is 0.3L/100km lower than the previous-generation Prado 150 Series, which had the same engine, six-speed gearbox and no 48-volt system.

There's a decent improvement of 1.1L/100km on the urban cycle (city driving), which indicates that the introduction of a stop-start system – and the prolonged engine-off idling times that the 48-volt system allows – is the main advantage.

To drill this point home even further, claimed economy on the extra-urban cycle (highway driving) indicates there is no improvement in this new-generation model at 7.0L/100km.

Perhaps more importantly, CO2 emissions have been trimmed to 200 grams per kilometre with this new model, which will place it in better stead against the incoming (and tightening) emissions limits and associated penalties.

Another little kernel of information: the weight of this 48-volt system is around 70 or 75kg, according to Toyota engineers.

I personally have a lot of love of the old LandCruiser Prado's driving experience. It's soft and cushy, where absorption and smoothness reign supreme over all other elements.

It's a dated driving experience, however, and this new Prado does a lot to improve many facets.

Firstly, the steering. Moving to electric power-assisted steering (EPAS) is a major engineering move, especially for a vehicle wearing the LandCruiser motif.

Electric power assistance goes a long way to lighten the required inputs, especially at low speeds and a standstill. And compared to a more heavy-feeling, hydraulically assisted steering, this new set-up adds big doses of refinement and modernity.

Importantly, though, the steering feel gets heavier as speed increases, feeling naturally balanced in the hand for highway and fast dirt driving. It's well balanced in terms of speed and communication as well.

Ride quality, while not as outright soft as the old-generation model, is still quite good. It doesn't go as stiff as a 300 Series LandCruiser, for example, as it seems to handle jittering surfaces a little better.

Big hits are handled well, owing to correctly weighted levels of body control. The new Prado felt particularly confident and stable on high-speed dirt, holding steady and predictable characteristics across corrugations, whoops and corners.

For those who want to mow down some big kilometres beyond urban centres, this vehicle is well balanced and not fatigue-inducing.

The 2.8-litre turbocharged diesel engine – a carryover affair save for the 48-volt system – is a solid but not stellar performer here. Its 150kW and 500Nm are similar to what you get in Ford's smaller four-cylinder offering, and noticeably less than the 600Nm 3.0-litre V6.

And while there's a smidgen of hybrid assistance and two extra gear ratios in this new transmission, you've also got around 200 extra kilograms of heft to drag along.

While it might not set the world on fire, this 2.8-litre motor is a solid performer. Responsiveness is well managed through the throttle, and the eight-speed automatic transmission only gave a few slight moments of clunkiness.

It's also fairly refined and quiet overall, thudding away under load through an obvious sound-deadening effort. Although, there was a fair amount of wind noise generated at highway speeds from the portrait-style side mirrors, which look to be inspired by the late FJ Cruiser.

In terms of off-road performance, the new Prado seems to be a clear improvement over the old generation, which was in itself quite good overall.

A large element of the improvement comes through the accessible technology, with elements like Multi-Terrain Select (which is only available on some grades) and the combination of DAC (downhill assistance) and Crawl Control (a form of off-road cruise control) providing seamless assistance to whoever is behind the wheel.

For someone who is less experienced behind the wheel, this is a powerful asset to have in your corner. And even for the more experienced among us, you cannot help but be impressed by the level of quality and tuning in this technology.

Toyota's off-road traction control has been one of the best in the business in recent years, and that continues to be the case here. It's an excellent companion, allowing the vehicle to apportion torque to the right wheels quickly and adeptly.

The lockable centre differential of the Prado 250 Series is a time-honoured and effective component in this system, but only Altitude specification gets the additional benefit of a locking rear differential, along with front swaybar disconnect.

For the most part, though, our first taste of the Prado off-road showed it to be stable and grippy through the suspension and traction systems. While something like a Ford Everest has a more sophisticated clutch-based selectable four-wheel-drive system, the venerable mechanically lockable centre differential like we have here is proven and terrific.

The initial drive also showed us that we didn't explore the full limit of capability here, and we'll be sure to put the new Prado through a more rigorous and thorough test when we have one through the Drive offices in the near future.

A 3500kg braked towing capacity – no doubt thanks to the upgraded platform of this new Prado – is a welcome improvement over the previous cap of 3000kg.

Importantly, a 6600kg gross combination mass puts the Prado in decent stead for towing larger and heavier trailers. The available payload of 580–615kg (depending on specification) needs to be kept in mind, however, and accommodating for the towball downweight. The downweight limit is 350kg, and adding that on top of things like cargo, accessories and passengers could leave the vehicle overloaded.

Actual towing performance is yet to be totally understood, and is something Drive will be testing out in the future.

While it might not be the knockout blow that Toyota is hoping it to be, there is a lot to still like about this new-generation Prado.

The driving experience is one of the big drawcards here. New steering, suspension and the upgraded platform leave the Prado feeling comfortable and controlled across a variety of surfaces, especially in situations owners will be no doubt wanting to experience: rough regional roads and outback tracks.

And while the 2.8-litre engine cannot match Ford's V6 for grunt, it's a solid performer and preferable (in my opinion) to Ford's smaller four-cylinder engine with similar outputs.

Less surprising is the off-road ability, something of a strong suit of the Prado for many years now. It's better, and is now easier for the less experienced among us to access.

The biggest drawback of the new Prado comes from the compromised interior packaging. As a seven-seater, the Prado's boot is either annoyingly uneven or conspicuously small. Toyota has tried to work around the issue with a box, but this feels flimsy and not cohesive.

This problem stems from the accommodation of a battery in the chassis, which accounts for this 48-volt diesel model and the petrol hybrid model.

There is a five-seat model available, but that won't suit some buyers, and you still have a raised floor in this case. And because of the tumble-forward second row, there is no sliding ability for better use in the cheap seats.

High prices will be a tough pill to swallow for Prado buyers, especially if they are used to the kind of pricing brackets that were set for the previous-generation model.

A small salve for this burn would be the higher levels of standard kit, with even the GXL feeling quite spiffy through the inclusions list. This would quite likely be the choice of the range for most, but those who are happy with five seats should seriously consider the base-specification GX model.

New demonstrator examples are rolling out to Toyota dealers across the country currently, and deliveries to first customers will soon be underway. Note the long list of order holders already, however, so don't expect to walk into a new example in short order.

Your best bet would be to get on the phone to your nearest dealer to see who has available stock for the next 12 months, under Toyota's new system of allocation and waiting times. As stock starts to normalise you'll also find cars available on Drive Marketplace, or you can pick a trade-in, with plenty of previous-generation used Prados for sale about to hit the market.

We’d also recommend test-driving the Ford Everest, which is a similar offering in terms of off-road ability and seven seats, but with a range of separate strengths and weaknesses.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.

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Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures.

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