An all-new version of the Toyota Land Cruiser Prado doesn’t come around very often, so when one does, you sit up and take notice. We attended the local launch of the new Prado to see if it meets the high standards set by its maker – let alone its rivals!

What’s new on the Prado?

It’s been 15 years since the previous-gen Prado landed on local shores. The J150-series model proved a remarkable success for Toyota South Africa Motors right up until last year (2023); it notched up steady sales numbers throughout the 14 years it was on the market. That’s a testament to the strength of the Prado nameplate, because despite undergoing several updates throughout its lifecycle, the outgoing model’s tech was relatively ancient. The J150’s ladder-frame platform was also starting to feel a little tired and lacking in adaptability compared with the likes of the Land Rover Defender and Discovery.

But Toyota’s done with its history lesson (for now, anyway) because this new Prado utilises the Land Cruiser 300 platform, which was introduced in 2021. The Prado sits below the Land Cruiser 300; it’s a 7-seater SUV with luxury finishes and -technology, but unencumbered with the heft of its large off-roader sibling and powered by a more fuel-efficient turbodiesel. Also, it’s more affordable than the LC300.

With the new chassis comes a fresh interior with more modern functionality and ergonomics. There are also more 4×4 features available to the driver to make hardcore off-roading more accessible to those who aren’t hugely confident “sending it” over rocks, into the dunes… or the Mozambican countryside.

Is the turbodiesel good enough for the Prado?

Surprisingly, the Prado utilises a less powerful version of the 2.8-litre 4-cylinder GD6 turbodiesel unit in the Hilux GR-Sport. Instead of 165 kW/550 Nm, it makes do with 150 kW500 Nm, but Toyota says that those outputs suit the vehicle’s attributes better, allowing for smoother acceleration more befitting of a luxury off-roader.

We drove the Prado on the roads of Maputo before heading for the dunes in the South. While we adhered to the region’s 100-kph speed limit (believe it or not), the Prado seemed settled at that speed with plenty of overtaking ability in reserve. A fairer test will take place when we get the Prado for a full evaluation in a few weeks’ time. What was noticeable at cruising speeds of 80-100 kph was the newcomer’s fuel consumption return of 7.1 L/100 km – quite excellent for a car running in 4×4 mode the whole time.

The new 8-speed automatic transmission marks a vast improvement over the previous-gen 6-speed ‘box, with more seamless shifts and less vibration noticeable in the cabin. I can’t yet speak to the towing capability of the Prado, but I would expect it to be sufficient for everything but the heaviest of loads. Toyota did hint at potential “new energy” derivatives that could improve power and torque for towing.

What’s the Prado like on and off-road?

The Prado has tough competition in the form of the very capable and stylish Land Rover Defender. The Defender is one of the most adaptable cars of all – a brilliant off-roader that can handle city commutes easily and comfortably. However, the Prado feels like it might be a match for the Defender in that regard.

The new platform makes the Prado a far more usable everyday vehicle than its predecessor because it doesn’t lean and roll as much as it used to. On the First Edition and VX-R variants, you get an adjustable stabiliser bar, which allows the Prado generous wheel articulation (the distance that a wheel can move up and down) for off-road use, but then when engaged, it reduces that travel to make the SUV less wallowy on-road. It’s a clever system that aids the Prado’s on-road refinement, which did need improvement!

We did most of our driving in beach sand, hard-pack dirt roads and a section of sand. The Prado feels unflappable off-road and while some of the buttons and systems can be overwhelming (I recommend getting some instruction if you aren’t an off-roading aficionado) you can resort to the Multi-Terrain Select system (it allows you to toggle through terrain types such as Sand, Mud and Rocks) and let the vehicle select the best settings for each surface.

Best of all? Even if you do manage to get your Prado stuck, it has the Crawl Control system from the LC300, which is something you have to see in action to believe. It slowly tests each wheel for traction and attempts to free the vehicle at a (very) slow speed – all you might need to do is move the steering wheel from side to side and, especially in soft sand, the vehicle magically manages to free itself.

What’s the practicality of the Prado like?

The new Prado is notably bigger than before: 45 mm longer, 95 mm wider and with a 60 mm longer wheelbase. With that comes more cabin space. Rear occupant space is very good and on the VX-R and First Edition derivatives, the rearmost seats fold electrically, making it much easier to raise or lower them. Compared with its predecessor, the Prado’s load bay is bigger in 7-seat mode and huge in 5-seat mode.

Up front, there are 3 USB-C ports, as well as a wireless charger in all derivatives except the entry-level TX. The TX also makes do with a smaller infotainment screen and instrument cluster – if I was paying R1.3 million, I’d feel a bit short-changed by the TX’s spec. All variants feature heated and ventilated seats, Wireless Andriod Auto and Apple Carplay compatibility and dual-zone climate control, however.

Pricing and after-sales

The Land Cruiser Prado ships standard with a 3-year/100 000 km warranty and 9-services/90 000 km service plan.

See also: Toyota Land Cruiser Prado (2024) Price & Specs

Summary

The new Toyota Prado is the real deal. It’s a car that can do everything without feeling cumbersome to drive. I haven’t mentioned the design yet, and that’s because I think Toyota has nailed the retro look of the Prado on the First Edition (round lights) – but those are pretty much already all sold out. Having to settle for a standard rectangular light model might upset me, but Toyota says they will sell you a round light package if you want it (I’m also not sure how I feel about having a fake First Edition).

With a starting price of R1.3 million, it undercuts its major competition (check out our detailed spec comparison) and with renowned Toyota durability and reliability, I expect this Prado will remain a sales success for the Aichi-based brand, even if it may take another 14 years for the model to be replaced.