Prado antes up

Toyota has debuted a stunning suite of offroad driving aids in its latest Prado -- but only buyers of the near-$90,000 Kakadu rangetopper will have access to them.

Featuring driver assist technologies that rival the best from marques like Land Rover, the new 150 Series Prado is an offroad tour de force; however, just one of the six brand-new Prado models is equipped with the full suite of technology and most feature a carry-over all-wheel drive system and powertrains that are largely unchanged.

Launched to the media on the weekend and already in dealerships, the new Prado range is being marketed on its improved refinement and performance offroad. But while the Carsales Network can vouch for the fact the up-spec models are indeed impressive, most buyers will not benefit from the new 150 Series headline changes. Perhaps worse still, at the other end of the Prado model range, the sub-$50,000 entry level model has been dumped. Indeed, the new Prado range of four five-doors and two three doors now kicks off at a hefty $55,990.

Around 80mm longer than the outgoing model and 10mm wider, the new five-door 150 Series is lower and more aerodynamic than the vehicle it replaces, but it is also heavier -- up to 200kg in some models.

To create the three-door, Toyota cut 335mm out of the five-door's wheelbase and shortened the rear overhang by 110mm -- what it didn't do was create a longer set of front doors. The result is a vehicle that is 445mm shorter and up to 290kg lighter with improved departure and ramp-over angles, but some challenges when it comes to accessing the rear seats. At least there's been no downgrading of its mechanicals or all-wheel-drive credentials.

It's turbodiesel/auto only for the three-doors, but five-door buyers (except turbodiesel-only GX) get a choice of turbodiesel or petrol engines matched to proven five-speed automatic and six-speed manual transmissions. The former now features a tiptronic style shifter and sport mode for the first time.

Overhauled for the new model, the latest 3.0-litre four-cylinder turbodiesel gets new injectors and a larger front-mounted intercooler. Power and torque peaks are unchanged at 127kW and 410Nm but fuel economy has been improved around nine per cent to 8.5L/100km. The upgraded dual VVT-i version of the Prado's 4.0 V6 petrol engine tops 200kW for the first time (202kW/381Nm) and delivers a 12 per cent improvement in fuel economy, claims Toyota.

The five-door grades are GX, GXL, VX and the above mentioned range-topping Kakadu, which replaces the Grande in the new generation. The new three-door models are offered as SX and ZR.

Starting at $55,990 for the manual turbodiesel, five door and five-seat GX and identically priced SX three-door, even the entry-level Prados are knocking on the LCT (luxury car tax) threshold. Every other Prado breaks the $57K-something tax tripwire, with the range-topping Kakadu turbodiesel auto five-door seven-seater priced at a rarified $88,990. Add the optional Advanced Safety package comprising Toyota's Pre-Crash safety system and adaptive cruise control ($2500) to Kakadu and say hello to the $90,000-plus Prado.

The previous generation Prado GX turbodiesel started at $51,670 but wasn't the entry-level Prado -- that honour went to a bare-bones turbodiesel manual five-door sold under the ‘Standard' label at $48,600. You can argue that you're not comparing apples with apples here (new GX to old Standard), but the fact remains you were able to buy a Prado sub-$50K in the last generation. You no longer have that option.

In the 'family' area of the Prado spectrum there are price increases too. At the popular GXL level, the 120 Series manual was priced at $57,040. It now starts at $60,990 -- an increase of almost $4000. The auto turbodiesel GXL has increased from $62,540 to $64,990.

There's a jump to the VX five-door, priced from $74,490/$75,490 for petrol and turbodiesel respectively while the Kakadu kicks off at $87,990 for the petrol version. In terms of equipment, but not pricing levels, the SX and $65,990 ZR three-doors slot in between GX/GXL and VX/Kakadu respectively.

With extra all-wheel-drive 'smarts' limited to the top models, not surprisingly Toyota is claiming the 150 Series' across the board price increases are offset by higher levels of standard equipment -- along with better refinement and safety. In the case of NVH, there's substance to the claim -- the 150 Series is a much more polished car than the 120 Series it replaces.

In terms of standard equipment, the vehicles are better equipped -- buyers will need to determine if that offsets the added cost. All Prado models now get alloy wheels, seven airbags (including driver's kneebag), stability control and antilock brakes. All-terrain Traction Control (A-TRC), air-conditioning, cruise control, keyless entry and start, Bluetooth, USB-equipped iPod-ready audio, and a ventilated centre console coolbox are also fitted standard across the range.

In addition, all auto versions of Prado now get hill descent control and hill start assistance systems. A locking centre Torsen differential is standard across the range.

Step up to the GXL grade and seven-seats are standard ($2500 option on GX) and include an extended side curtain airbag to protect the third row. The GXL also gets bigger alloys, climate-control three-zone air, rear parking sensors and camera, premium steering wheel with audio controls, alarm system, front fog lamps, roof rails, side steps, extra speakers and cupholders plus more.

The auto-only VX (petrol $74,490; turbodiesel $75,490) adds 18-inch alloy wheels, adaptive headlamps, rain-sensing wipers, leather upholstery, heated front seats, power steering and folding third-row seats, as well as upgraded audio and more.

It's only at this level that the major technical upgrades of the Prado kick-in -- namely the Kinetic Dynamic Suspension System (KDSS) which is standard equipment on the VX and was originally introduced with the 200 Series LandCruiser.

Electronically modulated for the first time in a production vehicle in the new Prado, KDSS varies the resistance of the front and rear stabilizer bars. This allows better wheel articulation for offroad conditions, and on bumpy roads at low speeds, but at high speed limits body roll and pitch for more confident handling.

As noted above however, it's the range-topping Kakadu only that delivers the full compliment of offroad driver aids. And therein lies the rub... The Kakadu must serve the dual purpose of the range-topper in terms of equipment levels and offroad technology.

New Prado Kakadu adds the VX's KDSS to Toyota's new Multi Terrain Select (MTS) drivetrain control system and the latest version of its CRAWL low-speed extreme offroad manoeuvring system.

A development of Toyota's A-TRAC system and similar in concept to Land Rover's Terrain Response system, MTS allows the driver to select from four settings (Mud and Sand, Loose Rock, Mogul and Rock) and 'tune' the all-wheel drive, traction control and antilock braking systems characteristics to deliver the best drivetrain solution. The Mud and Sand Setting is operable in both high and low ratios, while the other settings are 4L only. CRAWL was introduced in the 200 Series LandCruiser, but in Kakadu now offers five speed settings (1-5km/h) to deliver fuss-free "foot-off" progress in extreme terrain.

Combined all of the above with suspension that boasts adjustment for both ride height and damping and Kakadu delivers one of the most advanced and capable offroad chassis packages available today.

But ask yourself, as we have, how many serious offroaders are likely to want the rangetopper's moonroof, touch-screen satellite navigation, 14-speaker premium Pioneer audio/DVD system, rear screen (with AV input plus three wireless headphones), refrigerated coolbox; woodtrim cabin highlights, wheel and memory seats as well?

Look out for our review of the Toyota Prado 150 Series range soon.

Watch Carsales TV's Toyota Prado video review here

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