Land Rover Defender vs Toyota Prado

What's the difference?

The Land Rover Defender 130 P500 V8 is big, roomy and great to drive. It’s supremely plush without sacrificing practicality and if you’re in the market for a spacious, comfortable and refined package and aren’t afraid to open your wallet, then this long Landie is well worth your consideration.

Do you need the V8? Of course you don’t – and the diesel variants make a lot more sense anyway in terms of day-to-day fuel efficiency – but, geez, it's a lot of fun to drive.

Toyota has at last brought the Prado kicking and screaming into the 21st century.

Real improvements in design, tech, comfort and capability have changed what was consistently regarded as a solid off-road tourer and family conveyance into something much better.

This new-generation Prado is the best iteration of this vehicle: roomy and refined, well equipped, nice to drive, and now with a welcome increase in towing capacity, but it is underpowered for something so bulky.

Ultimately it feels like a missed opportunity – Toyota had a chance to rattle the cage with a real game-changer of a vehicle, but the Prado just isn’t that at all and, while it's good, it's not great as we’d all hoped.

The Defender 130 measures 1970mm high, 5358mm long (including rear-mounted spare wheel; 5099mm without), and 2105mm wide (with the wing mirrors out). It has a 3022mm wheelbase and a listed kerb weight of 2745kg (unladen).

It is big, but really it’s no more intimidating to drive than a Toyota LandCruiser 300 Series or Nissan Patrol.

Upper large SUVs have a Federal Chamber of Automotive Industries-defined footprint bigger than 9801mm – think 300 Series LandCruiser (close to 5.0m long), Hyundai Palisade (almost 5.0m long) and Nissan Patrol (almost 5.2m long).

In terms of styling, the 130 strikes an effective balance between the distinctive shape and spirit of the old-school Defender with the new-generation’s pomp and presence – and the striking Carpathian Grey paint on this variant complements that blend.

The current-generation Defender is no city-soft shadow of its former adventure-tackling self that Landie lovers everywhere feared it might be. But it’s modern and sleek enough to put the minds of urban dwellers/weekend warriors at ease.

The new Prado is 4990mm long (with a 2850mm wheelbase), 1980mm wide, 1935mm high, and it has a kerb weight of 2520kg. The wheel tracks are 1664mm at the front, and 1668mm at the rear.

As mentioned the Prado now sits on the same platform as the 300 Series so this is not an insubstantial vehicle.

It now has a distinctive chunky, almost straight up and down, old-school look whereas before the Prado carried softer lines.

The heritage square grille is big as is everything else onboard: with bulky wing mirrors, side steps, wheel arches and tyres adding to the vehicle’s wide, squat stance. 

The Prado has rectangular LED headlights in Australia, whereas other markets have the option of the round retro-style lights on their 250 Series.

Overall, the Prado looks even better in the metal than it does in the photos that Toyota fans have been salivating over for so long.

Even with its styling changes and a new fresh all-encompassing look and feel the cabin of the Prado remains comfortably familiar. If you’ve ever spent any length of time in a LandCruiser then you know what I’m talking about.

Build quality is tremendous, fit and finish impressive, the seats are suitably supportive and the Prado’s cabin is an easy space in which to quickly become comfortable.

The Defender 130 is well-suited to people-carrying duties thanks to its three-row seating.

And don’t forget this test vehicle has (optional) Captain Chairs in the second row. 

The cabin has a distinctive premium look and feel about it, without sacrificing anything in terms of just how practical it all is. It’s a pleasant mix of durable materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

Layout is user-friendly and this is an easy cabin in which to swiftly become comfortable as all controls easy to locate and operate even when busy negotiating with your teenagers who gets what song next.

Storage spaces include a deep centre console, glove box, twin cupholders between driver and passenger, sunglass storage, door pockets and shallow spaces positioned about the cabin for your everyday carry gear.

Charge points include USB-Cs up front and a wireless device charging tray.

The driver and front passenger get ample room and plenty of amenities and those behind them also fare well with adequate room for everyone – even those in the third row. 

All seats are comfortable and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – two outboard Captain Chairs in this test vehicle – have a headrest and armrests for both passengers.

The third-row seats are heated and configured in a 40/20/40 pattern.

The rear cargo area is small in this seven-seater, although it offers a listed 389 litres with all three rows up and in use. That area has a sliding cover (which conceals your valuables from the prying eyes of nefarious types), cargo-restraint points, power sockets and a shallow underfloor storage space.

With the third row folded down, there is a listed 1232 litres of space. The maximum loadspace volume behind the front row is a listed 2231 litres.

There is a lot more to admire inside this Defender’s cabin for those who love the interiors of plush SUVs, but rather than spending my time stroking leather accents, going ‘ohhhh-ahhhh’ over a sunroof or reflecting on the butt-warming benefits of a heated seat, I like to actually drive. 

So I did. A lot.

The new Prado has some nice touches over and above the standard features fit-out of lower grades, such as a colour head-up display, digital rear-view mirror, heated steering wheel, power-adjustable steering column, heating and ventilation (front seats), eight-way power-adjustable driver seat and four-way power-adjustable for the front passenger, and genuine leather-accented upholstery throughout.

It also has a deep refrigerated centre console, 14-speaker JBL sound system and a sunroof.

The 12.3-inch multimedia touchscreen dominates the layout upfront and is easy enough to operate, though I did have strife getting Apple CarPlay to work off my phone but the cause was my dodgy old charge cord. 

Speaking of charges, there are six USB-C ports (but no USB-A) in the cabin, and a wireless charger in front of the auto shifter.

There is a 12V DC socket (upfront) and a 220V/100W socket in the rear cargo area.

The second row is a 60:40 split-fold configuration and passengers there have access to aircon controls and directional vents as well as charge points.

Cargo space in the rear is listed as 954L with all seats in use, and 1895L if the second row is folded down. But the rear cargo area is compromised in its packability because of the raised floor (it’s lifted to house the 48-volt V-Active system’s battery) and also the bulky wheel-arch housings. This cargo area is a narrow, shallow space.

The load limit for the raised floor is labelled as 60kg.

There are cupholders at the rear (atop the wheel arch housings), which are leftovers from the three-row layout.

The rear cargo area has a 220V/100W socket, four tie-down points, and a sliding cover to conceal anything that’s left in the back.

There is some very shallow underfloor storage space under the rubber matting.

The rear space can be accessed from outside the vehicle through a window that is operated via a button on the rear door, or the whole rear door can be opened (it swings out from left to right) and locked in place.

The Prado has an underslung full-size spare.

The 2025 Prado is available in five spec levels – GX, GXL (seven seats), VX (seven seats), Altitude and Kakadu (seven seats). 

Our test vehicle, the Altitude, is a five-seater and it has a price-tag of $92,700 (excluding on-road costs). 

Standard features include an 12.3-inch multimedia touchscreen system (with wireless Apple CarPlay and Android Auto), a 12.3-inch driver digital cluster, heated and ventilated leather-accented power-adjustable front seats, 360-degree camera system, three-zone climate control and a refrigerated centre console and more.

It gets a locking rear differential, Kinetic Dynamic Suspension System and Multi-Terrain Selector and monitor, but its driver-assist tech does not include a tyre-pressure monitoring system, which is strange for a vehicle that is being touted as the line-up’s most off-road-suited variant.

Exterior paint choices include 'Glacier White', 'Eclipse Black', and 'Ebony' – all standard, or optional paint jobs 'Frosted White', 'Midnight Alloy', 'Dusty Bronze', 'Tanami Taupe', 'Ningaloo Blue' – but optional paint plus two tone costs $1675.

Beyond the standard features, this test vehicle has the optional paint plus two tone ($1675) as well a raft of accessories: 

• Kit, trailer wire, 12Pin: $411.30 RRP fitted
• EBC Kit (module): $211.50
• Wiring kit, brake controller (harness): $457.65 RRP fitted
• On-road towing kit: $270.70 RRP fitted
• Steel painted bull bar: $3853.60 RRP fitted
• Bull bar mount bracket kit: $315.00 RRP fitted
• Kit, bull bar harness: $535.90 RRP fitted
• Bash plate: $652.20 RRP fitted
• Kit, driving lamp bull bar harness: $228.15 RRP fitted
• Bull bar driving light fitting kit: $90.70 RRP fitted
• Driving light / lamp – 24 LED lightbar – external mount: $646.48 RRP fitted
• Winch: $3498.30 RRP fitted
• Winch spring: $621.80 RRP fitted
• Recovery point (front): $621.20 RRP fitted
• Recovery point (rear): $414.35 RRP fitted
• Floor mat set (all-weather mat), five-seater (2P second Row): $95.33 RRP fitted
• Cargo mat: $117.35 RRP fitted

The accessories total of $13,014.51 pushes this Prado’s price as tested to $107,416.51 (excluding on-road costs).

The Land Rover Defender 130 P500 V8 has a 5.0-litre supercharged V8 petrol engine (producing 368kW at 6000-6500rpm and 610Nm at 2500-5000rpm), an eight-speed automatic transmission and all-wheel drive system.

This is a very effective and fun combination of gutsy V8 and clever auto.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It also has Terrain Response 2, an off-road-focussed driver-assist system, which will make any off-roading newbie look and, more importantly, feel like a dirt-track driving champion.

The system includes switchable modes - 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts' and 'Rock Crawl'. 

This tech optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

The 250 Series Prado has 2.8-litre four-cylinder diesel engine – producing 150kW and 500Nm – with Toyota’s 48-volt V-Active technology. 

V-Active technology comprises a motor generator, 48-Volt battery and DC/DC converter which enables a stop/start system and this set-up is “designed to offer … improvements in driveability, performance, fuel efficiency and noise, vibration and harshness (NVH) compared with the standard 2.8-litre turbo-diesel engine”, Toyota reckons.

The 48-volt V-Active technology essentially amounts to a stop-start system aimed at reducing fuel consumption, but it doesn’t add anything in terms of performance.

What’s more, it takes up space in the engine bay and the system’s 48V lithium battery weighs 7.6kg, so the total weight of the system – between 30-35kg, as estimated by Toyota – has to be taken into account when you’re aiming to load within the Prado’s 580kg payload.

It has an eight-speed automatic transmission and a full-time dual-range four-wheel-drive system. 

This engine and auto arrangement is generally impressive – smooth, with plenty of torque across a wide rev range. It does, however, feel underpowered and it needs extra encouragement (heavy right boot) to get off the mark – but it otherwise yields a controlled and refined driving experience, especially on the open road at highway speeds.

Fuel consumption is listed as 12.7L/100km and that's on a combined (urban/extra-urban) cycle. On this test I recorded 14.9L/100km.

The Land Rover Defender 130 P500 V8 has an 90-litre fuel tank so, going by my on-test fuel figure, you could reasonably expect a driving range of about 604km from a full tank. 

Fuel requirement is 95 RON premium unleaded. 

The Toyota LandCruiser Prado has an official fuel consumption of 7.6L/100km (on a combined cycle).

I recorded 10.4L/100km on this test. I did a lot of high- and low-range 4WDing and the Prado was never working hard.

The Prado has a 110L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 1057km from a full tank. 

It has a 17.4-litre AdBlue tank.

What's it like to drive? It’s bloody great.

This is a big vehicle – have I mentioned that already? – but powered by this V8 the Defender 130 punches along with nary a care in the world. 

Throttle response is crisp, and the 5.0-litre supercharged petrol’s 368kW and 610Nm are always readily available for a snap-punch standing-start, or to smoothly and safely overtake other vehicles on the open road.

This Defender has an official 0-100km/h sprint time of 5.7 seconds and a listed maximum speed of 240km/h!

By the way, it doesn’t hurt that the V8’s growl is piped through quad outboard mounted exhausts.

The eight-speed automatic transmission is supremely clever but the shifter’s stubby size and awkward location (under the multimedia system’s touchscreen) is annoying.

Otherwise, this V8 130 is smooth and refined, with tremendous road-holding abilities despite a Landie legacy of past-generation Defenders being about as composed as dodgy tractors.

What’s more, comfort levels are exceptional in a vehicle model once considered a form of punishment in which to travel.

Steering has a well-weighted driver-friendly feel to it and this upper large SUV never feels too cumbersome to navigate through even busy city streets, even though it has a turning circle of 12.8m.

Some body roll creeps in every now and again – especially when you become energetic throwing this giant around corners, etc – but otherwise this big bulky vehicle is well controlled and comfortable.

The air suspension negates the majority of thumps and bumps you might be expecting to get from a vehicle riding on 22-inch wheels and low-profile tyres over irregular road surfaces.

Our test vehicle was on 22-inch rims and 275/45 R22 Continental CrossContact RX “SUV performance” tyres, which are fine for driving on sealed surfaces, but if you’re looking to do any off-roading in this Defender get a set of more appropriate all-terrains.

I wasn’t driving the 130 to test its 4WDing prowess this time, but it’s still worth noting the Defender’s off-road measurements include 293mm of ground clearance (with air suspension), a wading depth of 900mm, and approach, departure and ramp-over angles of 37.5, 25.8 and 27.9 degrees, respectively.

This Defender 130 has a gross vehicle mass (GVM) of 3380kg and a gross combined mass (GCM) of 6380kg.

It has an unbraked towing capacity of 750kg, and braked towing capacity of 3000kg (with maximum 300kg on the towball), which is somewhat of a disappointment and sub-par for the upper large SUV segment.

Previous generations of Prado were never atrocious on road, but there was always substantial body roll, it was a bit floaty and it was one of those four-wheel drive wagons that, on sealed surfaces, tended to feel like a couch on wheels.

That’s no longer the case because this new-generation Prado is well controlled, well composed in all scenarios and it really is nice to drive – even when you move from bitumen onto a dirt track and you can still keep up a fair bit of speed.

On the new chassis the Prado feels settled, nicely controlled and that well-weighted steering has an even balance to it, especially when things become a little bit lumpy and bumpy here and there. 

And most of that ol’ Prado body roll that was evident in previous iterations has been ironed out.

Past generations of Prados weren't ordinary in the off-road department, not by a long shot. And this new Prado has improved on the proven formula of those previous generations: from its mechanical foundations, plenty of low-down torque through to its selectable driving modes (rock, sand, mud), the Prado is well equipped to tackle pretty much any off-road circumstance you can conjure with your over-active imagination. 

Now, with the added bonus of new and improved suspension and a sway bar disconnect system, those factors have bolstered the vehicle skill-set that's already there.

There is plenty of driver visibility through the cabin to the front, to the sides and to the rear. So you can see everything. But as well as that, you also have the valuable addition of new driver-assist technology, including the multi terrain monitor camera system to make sure you can scrutinise any sight lines that you may not be able to see naturally from the driver's. 

The steering feels sharp, it's well weighted and balanced and with a longer wheelbase on this chassis the Prado’s body always feels controlled and composed on fast dirt roads or through low-speed four-wheel-driving situations. 

The eight-speed automatic transmission is very clever and works well in conjunction with the aforementioned selectable driving modes, which tweak engine output, transmission response and throttle control. 

The Altitude is the most off-road-focused of the line-up and to that end it has a centre diff lock, rear diff lock and swaybar disconnect system – and all those elements add up to a nice bonus for a vehicle that has always been a decent off-road tourer. 

So it has plenty going for it, but it’s not all good news though. 

Toyota reckons it's V-Active system is aimed at fuel consumption but it also helps to produce a little more torque in off-road situations during which you may need extra torque. 

But I've seen no real discernible difference in terms of performance, at those low speeds coming from that unit. It may be so seamless that you don't notice it at all, but I've only noticed that the Prado has performed as it should with that engine and that transmission on board. 

I can't credit any improvements in performance to that 48 volt unit that's now on board. 

The Prado is compromised by ground clearance and off-road angles that are more suited to a city-friendly vehicle than a purpose-built off-road vehicle. 

Having said that, ground clearance is fairly standard for a large four-wheel-drive wagon – it sits at a listed 221mm off the dirt, which is satisfactory – and it has a wading depth of about 700mm. 

The off-road angles of approach (32 degrees) and departure (17 degrees) are also standard for this class and size of vehicle, although especially in this Altitude, the departure angle has been somewhat compromised because of the underslung tyre and the addition of optional accessories (towing kit etc) on this text vehicle.

The Prado’s ramp-over angle is not listed but this new-generation Prado, with its longer 300 Series-size wheelbase, likely offers about 21 degrees.

The underbody does at times feel quite low and vulnerable to hitting the ground, even though underbody protection is quite substantial.

It's Toyo Tires Open Country A/T (all-terrain) tyres (265/70R18 116H) are perfectly fine for most off-road scenarios, but you can always do more and go further with a set of better, more aggressive all-terrain tyres, especially some light-truck construction rubber. 

It's bulky sidesteps, while handy for getting in and out of the vehicle itself, can also be considered vulnerable to damage – and are prone to rubbing against rocks through tight rutted climbs, that sort of thing.

But those aspects aren't deal-breakers, and a lot of the Prado’s shortcomings – ground clearance, off-road angles, tyres – can be easily resolved with a visit to Australia's aftermarket industry.

And despite those minor niggles I did have a lot of fun driving this Prado.

For those looking to use their Prado as a towing platform, the good news is it can now legally tow the segment standard maximum of 3500kg (braked) (up from the previous generation's 3000kg) and it has a pre-wired and integrated towbar.

Payload is listed as 580kg, GVM is 3100kg, and GCM is 6600kg.

The new-generation Prado has the maximum five-star ANCAP safety rating from local testing in 2024.

As standard it has nine airbags and driver-assist tech includes auto emergency braking (AEB), adaptive cruise control, blind-spot monitoring, lane-keeping assist, front and rear parking sensors, and a 360-degree camera system.

It also gets Toyota's multi-terrain select off-road system, as well as downhill assist control, and crawl control.

As mentioned earlier it does not have a tyre-pressure monitoring system – which is on the wrong side of disappointing for a 4WD wagon that is supposedly designed to be used as an off-road touring vehicle.

The Defender has a five year/unlimited km warranty with five years of roadside assistance included.

The vehicle will let you know when it needs to be serviced – isn’t it bloody clever? – and prepaid service plans are set for five years/130,000km (maximum km) at a total cost of $3750.

The Prado is covered by Toyota’s five year/unlimited km warranty.

Servicing is scheduled for every six months or 10,000km and, under Toyota’s capped-price servicing, each of the first 10 services costs $390.

The 48-volt battery set-up is covered by a five year/unlimited km warranty.