Toyota Landcruiser 70 Series vs Toyota Prado

What's the difference?

Life is full of compromises and the 76 Series wagon is no exception. The payback for accepting its minimal cabin storage, comfort-challenged rear seat, no ANCAP, high purchase price, high servicing costs etc is that you get a genuinely heavy duty 4x4 wagon with huge GVM/GCM ratings unmatched by its ute-derived rivals.

The V8 manual or four-cylinder auto have different characteristics but similar competence, with the manual obviously requiring more physical effort, so it comes down to personal preference. And we’re sure, given its long history, there’s plenty of emotional attachment driving the bulging V8 order book. Either way, with its enormous fuel tank and revered off-road prowess, this rugged and dependable wagon has a proven ability to take you and your crew deep into the wilderness – and get you home again.

The Toyota LandCruiser Prado GX showcases a massive improvement to the handling and styling of this popular 4WD. The base grade doesn't pretend it's anything other than entry-level but there is still enough charm and character here to satisfy a family long term. I also like the new technology.

So, has it been worth the wait? Yeah, I reckon it has but I hope we don’t have to wait another 15 years until we see something new!

The 76 Series wagon has the shortest wheelbase of the four-model 70 Series range at 2730mm, which makes it the most responsive to steering input.

It also has the shortest overall length (4910mm) and in GXL form the tightest turning circle (13.2 metres) which can make life easier in tight situations, from busy car parks to challenging bush tracks.

Off-road credentials include 33 degrees approach and 23 degrees departure angles, plus 290mm of ground clearance. Curiously, Toyota does not publish a ramp break-over angle.

The interior is B for basic, in true 70 Series tradition, with seat fabrics and colours reminiscent of circa-1990s Toyotas.

The most noticeable differences between the four-cylinder auto and V8 manual cabins are that the V8 version has an extra pedal and misses out on the auto’s full-length centre console, which offers additional and much-needed storage space.

There’s ample headroom but that generosity does not extend to rear seat comfort, at least for tall people like me (186cm).

The entry pathway between the B-pillar and rear seat base cushion is narrow and, when sitting behind the driver’s seat in my position, my knees are pressing into the front seat’s backrest.

So, it’s not possible for two big blokes to sit one behind the other without the ‘one’ behind feeling squished.

Fortunately, the 60/40-split rear seat allows adjustment of backrest angles and for those seated in the centre there’s a nice flat floor with no transmission tunnel to straddle. However, the centre passenger’s back/backside are directly over the 60/40 split, which is quite a wide gap (about 15mm) that's intolerable for anything longer than short trips.

Rear shoulder room for three adults is also squeezy, so keep these rear seat issues in mind if planning an adventure for five.

When you compare the new Prado to its predecessor in terms of design it's chalk and cheese.

'Blocky' feels like an appropriate descriptor for its new shape but the retro elements help it avoid looking boxy. The car's LandCruiser roots are proudly showcased in the old-school style grille, triple LED headlights and narrowed body panelling. Gone are its softly curving wheel arches and rear-mounted spare wheel. It's a good looking 4WD.

If the outgoing model was considered the smaller child of the full-size LandCruiser 300 this is more like a teenage offspring.

Heading inside is a reminder that you're in a Toyota base grade as there are a lot of plasticky surfaces, including the steering wheel.

However, everything looks well built and there are no rattles. It helps that all the places you regularly lean on, like the middle console and armrests are soft to touch.

There is a military vibe going on with the design aesthetic and again, the word blocky comes to mind when you look at the almost vertical dashboard and chunky accent panels housing the climate control and air vents.

It looks a smidge basic at times but it's a pleasing cabin to spend any length of time in and that's commendable.

Our GXL V8 test vehicle’s 2355kg kerb weight and 3510kg GVM results in a Herculean payload rating of 1155kg.

It’s also rated to tow up to 3500kg of braked trailer and with its towering 7010kg GCM (or how much it can carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload, which is impressive.

These substantial load ratings make the 76 Series a popular choice for hardcore adventurers that need to carry a crew and everything else (including the kitchen sink) when venturing far off the beaten track for extended periods.

The absence of a third row of seating creates a spacious rear load area, accessed through asymmetric barn-doors, the larger of which carries the spare wheel/tyre.

The rear seat backrests can fold flat to provide more load volume and their base cushions can tumble forward to create even more space. The GXL’s load floor is carpeted and equipped with four anchorage hooks for securing load straps or cargo nets.

Cabin storage for personal items is in short supply, as the driver and front passenger only get a narrow and shallow bin (more like a document holder) at the base of each door, with a small bottle/cupholder in the passenger side bin.

There’s also a glove box, single small-bottle/cupholder next to the gearstick and a tiny console box between the seats.

Rear passengers only get mesh pockets on the front seat backrests, as there are no bins or bottle/cupholders in the rear doors.

There’s also no fold-down centre armrest, so no bottle/cupholders to be found anywhere. We reckon aftermarket cabin organisers would be popular purchases by 76 Series owners!

The cabin of the new Prado delivers simple practicality. As it's a base grade, you don't get luxurious features like heated seats but you do get a functional space which will work for lots of families. Whether it's the all-weather floor mats, ample head- and legroom or easy-to-use technology.

Each row enjoys lots of space and despite it appearing narrow inside, you don't jostle your neighbour's elbow. The tightly woven and speckled fabric upholstery looks more durable than the predecessors velour-like trim.

Seat comfort is excellent in both rows due to the thick padding and side bolsters. The manual front seats are easy to set to a comfy position and while they lack adjustable lumbar support you won't be fatigued on a long journey.

Amenities are decent for a base grade with each row enjoying a couple of cupholders, drink holders, USB-C ports and a single 12-volt socket.

The front gets a third USB-C port for media access and an HDMI port. There's a 220-volt domestic outlet in the boot for larger appliance charging. The front row gets dual-zone climate control.

Individual storage is what you'd expect with a glove box that can hold an owner's manual and some tissues, a large middle console and a dedicated phone cradle.

You miss out on any 'clever' storage, though, like a sunglasses holder, drivers' knee cubby or shelving in the dashboard.

In the rear the storage burden is shouldered by two seatback map pockets and small storage bins.

My eight-year old enjoyed the back seat and the low window sills afford him a great view. Access is easy due to the side steps and multiple grab handles. You might still be helping in young children, though.

The boot is the biggest change as the side-hinged door has been replaced by a top-hinged tailgate. This is far more practical for car parks and small garages but you now notice the lack of powered assistance. The rear lid isn't particularly heavy but can be cumbersome to open when you have your hands full.

The boot offers a large 954L storage capacity behind the second row, expanding to a generous 1895 litres with all seats folded. But the level loading space has been raised to accommodate the 48-volt battery. This just means you'll need more lifting power to get bigger items in and out.

The updated 12.3-inch multimedia display looks great and the touchscreen is super responsive. Worth noting it runs the Lexus operating system which means menus are logically laid out and it's easy to use.

The 7.0-inch digital instrument cluster offers plenty of customisations and the information is easy to read. The wireless Apple CarPlay and Android Auto are easy to connect to but you have built-in sat nav should you need it.

There are five grades available for the Toyota Prado and with the new design comes slightly higher price tags across the line-up. We're family testing the base GX grade which slides in at $72,500, before on-road costs.

This price tag positions it as the most expensive compared to its 4WD base-spec rivals, the Ford Everest Ambiente which sits at $59,240 (MSRP) and the Isuzu MU-X LS-M at $54,400 (MSRP).

The GX comes with a solid features list which includes much-needed updated technology by way of a 12.3-inch multimedia system (running the Lexus operating system), a 7.0-inch digital instrument panel, and five USB-C ports, two 12-volt sockets, a 220-volt domestic plug and, curiously, an HDMI port up front. Audio is a 10-speaker system.

Multimedia features built satellite navigation as well as wireless Apple CarPlay and Android Auto. There's a 'Toyota Connected Services' app, where you can remotely access safety and security features as well as driving data. A one-year subscription to the app is included.

Practical items include fabric upholstery, all-weather floor mats, a full-size spare wheel, a towing kit, rain sensing wipers, dusk sensing LED headlights and keyless entry/start.

Toyota’s (1VD-FTV) 4.5-litre turbo-diesel V8 produces 151kW at 3400rpm. More importantly, its 430Nm of torque is served at full strength across a vast 2000rpm-wide torque band between 1200-3200rpm. This showcases its remarkable flexibility for heavy load-carrying, towing and off-road slogging.

This engine is paired with the equally popular (H152F) five-speed manual transmission, which features an ultra-short first gear ideal for low-speed off-road driving or getting heavy loads moving. By comparison, the overdriven top gear provides long enough legs for economical cruising at highway speeds.

Its part-time, dual-range 4x4 transmission offers a 44:1 crawl ratio, combined with Toyota’s outstanding active traction control, automatic-locking front hubs and (standard on GXL) front and rear diff locks. This is a formidable off-roader.

All new Prado grades share the same four-wheel drive set-up as the previous model but features a more efficient version of its 2.8-litre, four-cylinder turbo-diesel engine matched with an eight-speed automatic transmission.

The efficiency gain comes courtesy of a 48-volt mild-hybrid system that assists with acceleration.

The engine produces up to 150kW of power and 500Nm of torque and that now supports a 3.5-tonne braked towing capacity!

The new Prado has high- and low-range gearing, a rear diff lock and three different drive modes to suit most off-road occasions. All in all, it still has all of the capability you love and expect from a Prado.

Toyota’s official average combined cycle consumption figure for the V8 manual is 10.7L/100km. The dash display was claiming 10.9 when we stopped to refuel at the completion of our 276km test, which comprised a mix of city, suburban, highway and dirt driving with a variety of occupant loads.

Interestingly, the dash readout was identical to our own 10.9 figure calculated from fuel bowser and tripmeter readings, which confirms the accuracy of the LandCruiser’s fuel calculations and the efficiency of its relatively large V8 in a vehicle weighing more than two tonnes in mostly urban driving.

So, based on our figures, it has a vast 'real world' driving range of more than 1100km from its huge 130-litre tank.

For such a large SUV, the Prado has a low combined cycle (urban/extra-urban) fuel consumption figure of 7.6L/100km and based on its 110-litre tank, theoretical driving range is around 1450km. Which is great for a family car, especially one you can take off-road and do big trips in.

After doing one longer road trip and lots of urban diving my average popped out at 8.5L/100km. Which is pretty darn good for a big SUV and equates to real-world range of close to 1300km.

The aluminium side-steps, along with handles on the A- (and B-) pillars, assist climbing aboard and all-around vision is good thanks to large glass areas, sizeable door mirrors and a reversing camera, although the rear seat headrests partly block vision through the central rear-view mirror.

It’s the best off-road driving position an adventurer could ask for, combining good comfort with a commanding view over the bonnet and out each side, which allows accurate vehicle placement in all terrain.

The ride quality is firm, as you’d expect in a vehicle that can legally haul more than seven tonnes, but supple enough to absorb bumps without jarring. This is aided by the relatively baggy sidewalls of the GXL’s tyres.

Old school recirculating-ball steering is low-geared and lightly weighted with ample free play off-centre to soften off-road blows, which is highly valued by loyal customers.

The wagon’s shorter wheelbase, tighter turning circle and shortest overall length than its 70 Series stablemates provides enhanced steering response and manoeuvrability, combined with four-wheel disc brakes giving ample stopping power.

Given the V8’s torque band is as wide and flat as Lake Eyre, it will accelerate smoothly in top gear from under 1000rpm, so there’s no need to shift your way through all five cogs from each standing start. In fact, for road use without a load, we always drive it like a three-speeder, using only first, third and fifth gears.

Noise levels are reasonably low in city and suburban driving. However, they do become more intrusive at highway speeds, when engine, tyre and wind noise combine to require raised voices, even though the overdriven top gear ensures a relatively low 2200rpm at 110km/h.

We also detected some squeaks and rattles emanating from the rear of the vehicle on bumpy roads, which suggested it was coming from the spare tyre mounted on the back door.

I was just in the Prado’s luxury Lexus GX 550 cousin, which takes the crown for the smoothest 4WD I’ve driven lately but the GX is managing to nip at its coat tails because it has lost the truckiness of its predecessor.

The turbo-diesel engine manages to rumble nicely without any shudders to the frame. Power is delivered without fuss and there is a deep well of performance to dip into when you need it.

The steering is far more responsive than the predecessor's but doesn’t feel heavy or stiff, which I like. Coupled with its narrow frame and 12m turning circle, it’s an easy SUV to drive in the city.

The transmission feels more willing and shifts through its gears smoothly. The suspension is not as soft as it used to be but I like road feedback as a driver and you never wince when you go over a bump. So I wouldn't call it too stiff, either.

There is a bit of cabin noise from the engine and road at higher speeds but it’s very quiet around town. Even when seated in the back, you’re not jostled in corners and I’m surprised by how well it corners as there's not much roll.

Visibility is excellent with the wide windows and high seating position. None of the pillars get in the way from my driving position, either.

The Prado is stupidly easy to park with a very clear 360-degree view camera system, as well as front and rear parking sensors. It’s pretty easy to get a sense of where the car starts and ends which is handy in a small car park.

It looks good but is it safe? With a maximum five-star ANCAP safety rating from testing done in 2024 and nine airbags, it's looking positive!

It performed highly across its individual assessment scores achieving an 85 per cent for adult protection, 89 per cent for child protection, 84 per cent for vulnerable road users and 82 per cent for its safety assist systems.

Just because it's a base grade doesn't mean it misses out on the big-ticket items, either.

Standard safety equipment includes forward collision warning, rear cross-traffic alert, emergency call functionality, blind-spot monitoring, lane keeping aid, lane departure warning, occupant detection, driver monitoring, intelligent seatbelt reminders, a 360-degree view camera and front/rear parking sensors.

The new Prado has autonomous emergency braking with car, pedestrian, cyclist, motorcyclist and junction turning assist which is operational from 5.0 to 180km/h.

The rear row has two ISOFIX child seat mounts and three top tether anchor points.

The LandCruiser is covered by Toyota's five-year/unlimited km warranty.

Scheduled servicing is every six months/10,000km whichever occurs first.

Capped-price servicing of $525 applies for each of the first 10 scheduled services, which is a pricey $1050 per year or $5250 over five years.

Toyota offers the new Prado with a five-year unlimited km warranty which is pretty basic nowadays but you can extend it up to seven years if you schedule on time and through a Toyota service centre, which is more competitive.

There is a five-year capped price servicing program for $390 a pop which is great but service intervals are annoyingly spaced at every six months or 10,000km, whichever occurs first. This won't be the best selling point for some.