Toyota Kluger vs Toyota Prado

What's the difference?

The Toyota Kluger GXL Hybrid has been the ultimate SUV this week, as it fits my gear and family in comfort, the on-road handling is excellent and the fuel usage makes owning this long term actually feasible.

This is a great example of a mid-spec seven-seater that is both functional and comfortable. There’s lots to satisfy here and even though it hasn’t been updated, it may be a case of ‘if it aint broke, don’t fix it’.

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 Kluger epitomes what a large SUV was originally meant to look like. A big body and with enough ground clearance to earn the tag, but the shape is all long lines and gently curving panelling and that makes it look sleek rather than rugged.

Make no mistake, the Kluger is large at 4966mm long, 1930mm wide and 1755mm tall. It's only only 24mm shorter in its length than its big 4WD Toyota Prado cousin. It's size and road presence assures you that it's capable, but it's not trying to convince you it's a 4WD.

Despite not seeing any design updates, the Kluger still feels relevant and more than holds its own when it comes to kerbside handsomeness.

On the inside, the black synthetic leather trims, softly padded touchpoints and interesting dashboard make the cabin both pleasant to look at and spend time in.

The 12.3-inch multimedia display looks lovely with its clear graphics, but it’s still nice to see some traditional elements - like the gear selector, analogue instrument cluster (with a 7.0-inch digital display) and lots of buttons and dials to play with.

Interestingly, there isn’t a traditional transmission tunnel, which means you get a practical flat floor in the middle row and, thus, more legroom for middle seaters. 

It's a forgiving cabin that lots of different drivers will find something to like in.

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 Kluger is both practical and comfortable for passengers as each row gets a great amount of head- and legroom – yes, even third-rowers, but the low level of amenities in that row will render it a 'sometimes seat' for adults or older kids.

The 208mm ground clearance, wide door apertures and low-sitting seats makes it a very easy SUV to get in and out of, even for kids. The access to the third row is also good as the 60/40 split middle bench seat can be slid forward.

The electric front seats offer lots of adjustments, including lumbar support on the drivers side, but both seats get heating. They’re also well-padded and quite comfortable on a longer journey.

The outboard seats on the middle row offer the most comfort as they have longer under-thigh support, but the entire row benefits from heavy padding and the seat backs can recline.

The third row offers a curious 60/40 split and is wide enough for two adults to not be squished like sardines.

Although the Kluger is a seven-seater, families will be bummed that there are no child seat anchor points in the third row. But the middle row has two ISOFIX child seat mounts and three top-tether anchor points. It is more than wide enough to accommodate three seats side by side and you’ll have enough room for the front passenger when a rearward facing child seat is installed, too.

Individual storage is above average for the class, but the front row gets the best of it. There are two handy shelves built-into the dash, a glove box, a deep middle console (that swallows my arm) and cubbies in the centre console that include a phone cradle and two cupholders. There's also a sunglasses holder and little cubby beside the driver's knee.

In the middle row, you get two map pockets, two cupholders in a fold down armrest, and a drink holder in each door. While the third row gets a couple of cupholders.

Amenities are well-rounded for the most part, with the three-zone climate control and well-positioned directional air vents in the roof for the back two rows. Middle-rowers also get reading lights and two USB-C ports.

Technology is easy to use and looks great as the 12.3-inch display uses the same multimedia system as Lexus. The built-in satellite navigation is simple to set up and shows clear directions with lots of route customisations available.

There is wired Android Auto and wireless Apple CarPlay, but you do have to initially connect the CarPlay via a cable.

Rounding out the cabin is the great-size boot that offers 241L with all seats in use, but that can jump up to 552L when the third row is stored.

The level loading space makes it easy to slide larger items in and out of, and there’s a handy underfloor storage compartments for smaller items. You get a full-size spare tyre underneath the car and a powered tailgate in this model.

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).

All Kluger grades are all-wheel-drives with a smooth continuously variable transmission. They share the same 2.5-litre four-cylinder hybrid powertrain that produces up to 184kW of power. Toyota does not quote a combined torque output.

At first look, these outputs may look underwhelming, but the on-road experience has shown that it’s more than enough to move the Klugers big body around without it feeling underpowered.

The Kluger has a braked towing capacity of up to 2000kg, which means you can hook up most of your weekend adventure toys!

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.

The Kluger may be massive but it has an excellent combined fuel cycle usage of just 5.6L/100km because of its hybrid powertrain.

Combined with its large 65L fuel tank, you should see a theoretical driving range of up to 1160km, which is really good for a family SUV and rivals diesel models of the same size.

I’ve been super pleased with the fuel usage of our test model because despite doing quite a few long distance trips, which is where hybrids are usually the most inefficient, I’ve managed a real world usage of only 5.8L/100km! That is a great result.

The Kluger only accepts a minimum 95RON unleaded premium petrol.

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.

The engine can sound like it’s under pressure, but that doesn’t translate to underwhelming power delivery. The GXL has enough grunt to make it a comfortable open-roader that’s confident on hills and overtaking.

The steering is light for such a big SUV, but with its 11.4m turning circle, it’s every parents dream when doing the school run or navigating small lanes or parks for after-school activities. It’s almost stupidly easy to drive and feels much smaller than what it is, even in the city.

Visibility is mostly good because of the large windows, but the B-pillar is larger than I’d like and I found myself checking my blind spots carefully. 

The ride comfort is really good and suspension is forgiving on the worst of the bumps without feeling like it floats on the road. Road noise is low, even at higher speeds, but occasionally you get a weird wind whistle through the air vents. 

Even those usually put off by a large SUV, should find this comfortable to get around in. Parking it is the only time you really notice its bulk. While the reversing camera is great quality, a 360-degree view system would have been much better.

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 Kluger is offered with Toyota’s five-year/unlimited-kilometre warranty, but that can be extended to seven years if you service on time and with a Toyota service centre, which makes it competitive against some rivals.

There’s a five-year capped-price servicing program available, with services costing just $285, which is cheap for the class. Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.

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.