Toyota LandCruiser Prado 2009 Review

OVERVIEW

For MY10 the car has been refreshed and restyled. Though Toyota is calling the latest 150 Series Prado the fourth generation of the vehicle, it's more accurately described as v3.0 MkII. For while Australia's number one brand has debuted a stunning suite of genuinely new offroad driving aids in this latest Prado, only one model benefits from all of them. And its pricetag is near $90,000 .

Featuring driver assist technologies that rival or surpass the best from acknowledged offroad tech-leader Land Rover, the flagship Kakadu variant of the new 150 Series Prado is an offroad tour de force. It will, however, account for a fraction of total Prado volume. The vast majority of buyers must soldier on with a carry-over all-wheel-drive system and powertrains that are largely unchanged and must now lug around as much as an extra 220kg.

Perhaps worse still for those family 4x4 fans, at the bottom end of the Prado model range, the new generation sees the sub-$50,000 entry level model dumped. Just two models in the range now sell for less than the government mandated luxury car tax $57K-something tripwire.

PRICE AND EQUIPMENT

The five-door grades are GX, GXL, VX and the abovementioned range-topping Kakadu, which replaces the Grande in the new line-up. The three-door is offered in SX and ZR grade levels.

The GX five-door and SX three-door jointly share the honours of kicking off the Prado range at $55,990. That buys you a manual turbodiesel, five-door and five-seat GX or the turbodiesel/auto SX. Unlike the five-door models, the three-doors are offered only as a single powertrain.

Every other Prado breaks the LCT barrier with the range-topping Kakadu turbodiesel auto five-door seven-seater priced at a rarified $88,990. Add the optional Advanced Safety package to Kakadu and say hello to the $90,000-plus Prado.

In the previous generation Prado, the GX turbodiesel started at $51,670 but wasn't the entry-level model. Toyota offered a turbodiesel manual five-door Prado 'Standard' which was priced from $48,600. The new GX packs more equipment than the Standard for sure, but the fact remains you no longer have the ability to get into a Prado for under-$50K.

In the 'family friendly' 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 (see below), but not pricing levels, the SX and $65,990 ZR three-doors slot in between GX/GXL and VX/Kakadu respectively.

The new Prados are certainly better equipped, but buyers will need to determine if that offsets the added cost. For the record, 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, Prius-style keyless entry and start, Bluetooth, USB-equipped iPod-ready audio, and a ventilated centre console coolbox are also fitted standard across the range.

All five-door Prados are equipped with 87-litre main fuel tank and get a 63-litre electronically switchable sub-tank as standard equipment. 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 also at this level that the major technical upgrades of the fourth-gen Prado kick-in -- specifically the Kinetic Dynamic Suspension System (KDSS) which is standard equipment on the VX.

As noted above, it's the range-topping Kakadu only that delivers the full complement of offroad driver aids (though the ZR comes close -- see below). It serves the dual role of the rangetopper in terms of equipment levels and offroad technology. Therefore it adds the VX's KDSS to Toyota's new Multi Terrain Select (MTS) drivetrain control system, an electronically locking rear diff, adjustable height suspension and damping and the latest version of its CRAWL low-speed extreme offroad manoeuvring system. It even gets a four-camera Multi Terrain Monitor (MTM) driver video assist system.

Add to these undoubtedly impressive offroad systems the range topper's moonroof, touch-screen satnav, 14-speaker premium Pioneer audio/DVD system, rear screen (with AV input plus three wireless headphones), refrigerated cool box; wood-trim cabin highlights, wheel and memory seats and you end up with a vehicle that is extremely well equipped.

The abovementioned Advanced Safety Pack (ASP) adds a further $2500 to the Kakadu's price tag. It includes Pre-Crash safety system (PCS) which 'primes' the car for a potential accident and can also autonomously brake the vehicle in extreme circumstances. Adaptive (radar) cruise control is packaged up as well. Choosing the system means that the buyer is pigeon-holing his or her Kakadu as predominately a street vehicle, however. Ticking the ASP box means you forfeit CRAWL, the rear locking diff, MTS and one of the MTM cameras.

For the avoidance of doubt, here's the rundown of the standard equipment fitted to the SX and ZR three-doors.

The SX has almost identical equipment levels to five-door GX, but logically there's no third-row seat option, nor three-zone air. The sub-tank is also dropped. It does however get an additional 500kg towing capacity over the five-doors' 2500kg limit.

The ZR adds: CRAWL, four-camera MTM, MTS, electronic locking rear differential, 18-inch alloy wheels, leather-accented seat and door trim, 12-speaker DVD-satnav, refrigerated cool box, moonroof, auto lights and wipers, privacy glass, front parking sensors, front-seat heaters and a host of other interior trim and amenity upgrades. The Kakadu's ASP option is also offered.

MECHANICAL

-- No surprises
The underpinnings of the latest Prado are beefed up but they are very much an evolution of the existing structure. A body-on-frame vehicle like its LC200 big brother, Toyota's engineers claim Prado's ladder frame chassis has been substantially beefed. It is "stronger and more rigid" says program chief engineer, Arimoto-san.

The Prado double wishbone front suspension and coil-sprung live-axle rear layout has been carried over. Track has been increased 30mm front and rear. Wheelbase for the five-door is unchanged at 2790mm.

Four-wheel antilock disc brakes are beefed up to cope with the extra 150-220kg the latest car has gathered. Four-piston calipers are used up front and rotor thickness has been increased.

For the first time top-spec Prado models get an advanced version of the KDSS suspension introduced in the 200 Series. Invented in Australia and licensed to Toyota (which has further development on the system), in the Prado KDSS is electronically modulated for the first time in a production vehicle (WRC cars used electronically-controlled KDSS suspension before it was banned). The system varies the resistance of the front and rear stabilizer (anti-roll or 'sway') bars in response to various sensors. 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.

KDSS is fitted in conjunction with Adaptive Variable Suspension and height adjustable rear suspension on the range topping Kakadu only.

Most Prados get a much simpler update: new damper and spring settings.

Steering across the range has been tweaked with variable valving to 'weight up' the steering at higher speeds. It should be noted we struggled to find much info on the relative paucity of changes to the standard car, such is the focus by Toyota on the gadgets fitted to the range topper.

The 150 Series Prado range offers two engines and two gearboxes -- again largely carry over units.

Overhauled for the new model, the latest 3.0-litre four-cylinder turbodiesel gets new injectors and a larger front-mounted intercooler but struggles when compared to the latest single and twin-turbo turbo-diesels from the European brands. Power and torque peaks are unchanged at 127kW at 3400rpm and 410Nm from 1600-2800rpm but fuel economy has been improved around nine per cent from 9.3 to 8.5L/100km. Toyota also claims the engine develops more torque at lower revs.

The upgraded dual VVT-i version of the Prado's 4.0 V6 petrol engine tops 200kW in the all-wheel drive for the first time. At 202kW at 5600rpm and 381Nm at 4400rpm it compares to the outgoing V6's 179kW at 5200rpm and 376Nm. Combined fuel economy has been trimmed from 13.1L/100km to 11.5 -- a 12 per cent improvement, claims Toyota.

There's a six-speed manual gearbox offered on the GX (turbodiesel only) and GXL variants. The latter can be purchased in petrol or turbodiesel versions. VX, Kakadu and both three-door models are strictly auto-only.

The auto is a five-speed unit which now sports a tiptronic-style mode -- previously the Prado got a 'gated' auto. In all cases the auto variants are the most economical, hence the numbers quoted above are for the auto versions.

Most Prado models feature a relatively simple fulltime dual-range all-wheel-drive system. In the latest version low range is selected via a rotary dial situated low on the centre stack. A locking Torsen centre diff is standard.

The new and very impressive Multi Terrain Select (MTS) drivetrain control system is a development of Toyota's A-TRAC system and is similar in concept to Land Rover's Terrain Response system. In the Prado Kakadu and ZR it 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.

The capability of the systems -- demonstrated on both natural terrain and contrived obstacles over the course of the launch -- are simply stunning. It's a shame only a fraction of Prado buyers will get the opportunity to sample it. MTS needs to be available across more models, even as an option.

PACKAGING

There's more cabin space in part thanks to the scuttle being moved forward around 65mm. The couple distance of the first and second rows has been increased and the 40:20:40 split-fold second row slides fore and aft to offer more flexibility to mix people and luggage space. Extra shoulder room is delivered and the driver and front passenger are 30mm now seated further apart.

The 50:50 split-fold third row accommodates two (it was three in the 120 Series to give a total seating capacity of eight -- now seven) but now folds flat into the luggage area floor. Previously the seats hinged upwards and outboard. There's also better foot room for the third row seats.

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 with some challenges when it comes to accessing or exiting the rear seats.

In the three-door models the rear side windows do not retract.

According to Toyota the five-door has 10mm more ground clearance than the three-door at 220mm. Approach, rampover and departure angles for the big-un are 32, 22, 26 degrees respectively. The three-door has the same approach stat but is one degree better at the rear and has a three-degree advantage in rampover. Quoted wading depths are 700mm apiece.

Under the bonnet on the turbodiesel model there's room for a second battery -- almost a given on serious offroaders and towing rigs these days and the air-intake system (on the diesel at least) looks primed and ready for a right-side exit aftermarket snorkel. You'd expect as much from offroad experts like Toyota.

Inside the cockpit and dash are bisected by a tall centre stack that features all the usual HVAC, satnav and entertainment controls. The major controls for MTS, diff locks, CRAWL, etc are also housed here.

In top-line models there is no shortage of buttons. Harder to find are the suspension damping and height adjustments low on the dash to the left of the steering-wheel.

The writer found the various menu systems in the instrument panel's multi-function display confusing, but that's probably not an issue an owner will face once he or she are 'tuned in' to the car.

Toyota says the design theme for the interior is 'Intelligent Modern'. It's certainly fresher than the last version and even if they might debate the moniker, everyone will immediately notice the Lexus-like levels of finish on the top grade models.

In summary, five-door Prado is comfortable for five or six and decadently spacious for four.

SAFETY

Toyota says pedestrian safety has been increased via new front cowl and bonnet design while occupants are watched over by revised crash structure, seven-airbags (including driver's knee and full side curtain bags), active front head restraints and new energy absorbing interior trim. The vehicle has not yet been tested by NCAP or affiliated bodies.

From an active safety point of view all models get all-terrain antilock brakes, stability control and hill start and descent assistance (auto only). Toyota would also champion Prado's full-time all-wheel drive as an active safety benefit.

The offroad credentials of the high-spec models have been well covered hereabouts. Certainly the application of this technology makes tough offroad situations easier to cope with for beginners.

GXL, VX, Kakadu and both two three-door models feature reversing camera and parking assistance. The four-camera MTM system might be an advantage for part-time offroaders -- until the cameras' lenses are caked with mud...

COMPETITORS

For the sake of simplicity then let's limit ourselves to all-wheel-drive competitors -- not that that slashes the list, merely trims it... We can imagine our mates at 4x4 Australia salivating at the year of 'Prado versus...' comparison tests that await them.

From a light-duty all-wheel drive and family SUV viewpoint, Prado will be up against the likes of Ford's Territory and Holden's Captiva. Add in cars like Mazda CX-9, Hyundai's Santa Fe, the new (and pretty bloody solid) Kia Sorento and Toyota's own Kluger and there's plenty of choice. Most of it with a price advantage over the new Toyota...

Up the offroad quota a little and longterm rival Mitsubishi Pajero comes into the mix (very capable and again cheaper) as does Nissan's Pathfinder and Jeep's Grand Cherokee. Though it's a class larger, you can buy a midrange Nissan Patrol from around the same price as an entry-level Prado. You'll get better towing performance and at least comparable offroad manners.

Given the hefty pricing of the new Prado and the concentration of the upgrades to the up-spec models perhaps the most likely direct comparison (and target) will be Land Rover's latest Discovery 4. The Brit marque offers a single-turbo V6 diesel from $68,490 and the choice of two high-spec twin-turbo models with 180kW and 600Nm at $81,990 and $94,990 respectively.

A large percentage of high-spec Prados spend most of their time tackling the school run rather than the Gunbarrel and snob value counts for plenty...

ON AND OFF THE ROAD

Driving from Sydney to Orange across the Bells Line of Road, the 3.0-litre Kakadu acquitted itself well in terms of ride and handling. Here at higher speeds the KDSS lived up to its claim of limiting body roll, the steering was better than many SUVs and the adaptive damping offered a reasonable range of adjustment when cycled from Comfort through Normal to Sport.

Wind noise was well controlled (Toyota claim an improved Cd of 0.35 -- not bad for a big square truck) as was road noise, thanks in part to the very street-oriented Dunlop GrandTrek rubber.

With limited overtaking opportunities on the ridgeline tourist road, the lack of power of the turbodiesel four really showed up. Same could be said even on the long divided road stretches of the Great Western Highway beyond Lithgow. Acceleration from rest is leisurely and overtaking from 90km/h or thereabouts is an enterprise that requires plenty of planning and patience. Fast this vehicle is not.

As the turbodiesel engine's output is unchanged (though there's a claimed benefit in flexibility) the blame needs to be laid at the feet of the extra kilos the Prado has stacked on -- around a 10 per cent increase in total mass. This lacklustre performance would tend to suggest that real world towing ability will also suffer. Note our trip was done three-up with only modest luggage.

We averaged around 11L/100km for the three-hour trip -- the only fuel number for which we can vouch. Based on the advice of Carsales Network colleagues we'd be comfortable in suggesting the 600Nm twin-turbo Disco TdV6 would show the Prado a very clean set of heels and return better consumption in like for like conditions.

When around eight out of every ten Prados sold locally are oilers, Toyota really needs to lift its game when it comes to turbodiesel development.

Offroad all is forgiven. Thanks to the combination of drivetrain and terrain-taming gadgets Toyota's boffins have perfected, the Kakadu is nigh-on unstoppable. Here the turbodiesel has enough torque to deal with the mainly low-speed work -- helped of course by the torque multiplying factor of a 2.5:1 (approx) low range ratio.

We tackled steep ascents, even steeper descents, rock-strewn dry creek beds, exposed rock bars, natural moguls that tested wheel articulation and a host of other real-world hazards on the tracks around Mount Canobolas south west of Orange. The Kakadu shrugged them all off -- barely raising a sweat despite the near-40-degree temperatures. And that was after conquering a selection of man-made courses that, though specifically constructed for the Prado launch, nonetheless showed the extreme abilities of both the long and short-wheelbase variants of the vehicle.

Toyota did go to the trouble to remove the standard sidesteps on all of the test cars, but save for some front and rear valance damage due to extreme approach and departure angles required on a couple of the obstacles, the fleet escaped unscathed.

The CRAWL system is easy to use and unlike other systems can be accelerated out of if a smooth line appears. The four-camera MTM system proved too fiddly for this tester but as noted above, that's more a case of familiarisation.

There's little doubt at Kakadu level the new Prado is an extremely capable offroader, but one model does not a landmark vehicle make. We're unconvinced about the turbodiesel engine's ability to cope with the substantial all-up weight of the Prado and deeply disappointed that Toyota has limited access to these 'smarts' to a $90,000 vehicle.

Fact is for most buyers the update doesn't deliver. Heavier, with lacklustre onroad performance and more expensive, the wider Prado range has taken a step backwards. The marketing muscle of Toyota and the strength of the Prado nameplate will carry the car through, but not forever...