2024 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 new Prado has nailed the brief. It manages to leap ahead in diametrically opposed areas; not only is it far more refined, comfortable and confident on road, it makes off-roading easier than ever before and can tow more weight. 

While the cabin layout, design and practicality is mostly excellent, the seven-seat versions’ boot has issues. You may not be put off by the high load lip or uneven floor but I’d recommend properly poring over the new Prado in person before taking the plunge. 

Despite carrying over an engine, it feels like the biggest step in Prado’s history. Expect the appeal of this effortless, rough-and-tumble 4WD wagon to resonate with Prado fans and a whole new urban buyer. Get ready to see an awful lot of these on Australian roads soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The drive route took place on the traditional lands of the Larrakia, Murumburr and Jawoyn people and CarsGuide pays our respects to Elders past and present. CarsGuide would also like to thank Joshua Hunter, a Jawoyn Traditional Owner of the Wurrkbarbara clan, for his generosity.

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.

Sitting on Toyota’s GA-F ladder frame platform, the Prado’s dimensions have changed dramatically. With a 60mm longer wheelbase, Toyota has minimised the Prado’s front overhang giving the impression of having a wheel in each corner. 

Looking back to the past helped influence the Prado’s appearance, with more horizontal and vertical surfaces. It has the appearance of beings carved back from a block of clay, with sharp lines in relief giving the shape tension and purpose. 

By stepping the window line down 30mm and raising the seat position 20mm, Toyota has improved the sense of space inside the Prado’s cabin dramatically. Partially a nod to past LandCruisers, the new Prado is not only better looking, but more practical, too.

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!

Only two grades of Prado are available in five-seat guise, the GX and off-road focused Altitude. And although, on paper, the seven-seat option makes more sense, it brings one of the Prado’s biggest flaws. 

Toyota quotes a vast 906L space with the third-row folded in seven-seat versions (and much smaller 182L space will all seats up) but the reality is less appealing. Because Toyota had to package the 'V-Active' system’s battery under the boot floor, the sixth and seventh seats sit proud about 100mm when folded. 

A flimsy plastic riser box with storage space brings the floor level up when the third row is stowed. It may be a good spot for wet swimmers or valuables, but it dramatically increases load height. It is also only rated to carry a maximum 60kg load. The third row can’t be easily removed, either. This isn’t the most elegant solution. 

The Prado’s five-seat layout is more practical for touring than the small increase in boot space (954L) suggests, with a lower load threshold and more useable space. Fold the second row flat and the load area is close to, if not quite, flat, and space increases to 1895L (1829L in the seven-seat). 

Payloads take a circa-100kg nosedive coinciding with a weight increase of about 270kg over the old car to between 2495-2595kg.

It means the Prado 250 Series can only carry between 580kg (Altitude) and 615g (GXL) before breaking over the gross vehicle mass (GVM) rating.

Still, improved chassis stiffness and a new transmission mean the braked towing capacity jumps 500kg to 3500kg.

And then we come back to the overwhelming positives in the Prado which continues in the cabin which is leaps and bounds ahead of its predecessor. 

That said, it doesn’t go overly-digital like GWM’s Tank 500, maintaining physical controls for low-range, locking diffs, drive modes, crawl control and, most important of all, the HVAC and seat temperature controls. 

Every Prado has 12 cupholders, including two in the front centre console. The door bins are a little small but a refrigerated centre cubby (GXL and above) means you can keep bottles of water nice and cool. 

Material quality is stand-out, even the GX has lashings of squidgy rubber and synthetic leather trimmings on the dashboard and door cards. GXL and above get squishy knee-pads on the transmission tunnel, too. Only the too-low armrests and a driving position geared towards shorter drivers are worth the smallest of complaints. The seats, though, are very comfortable no matter the grade.

The Prado’s second row has plenty of knee room for me (188cm) but the floor is set quite high, compromising comfort for taller occupants. There’s also hard plastic cladding on the transmission tunnel that impacts middle seat comfort. A fold-down armrest, 60/40 split backrest with several levels of recline, third climate zone (in GXL and above), face-height vents, two USB-C charge points and a 12-volt socket mean it’s pretty comfy in the back.

With tumble-forward second-row seats and a big, square door mean getting into the Prado’s third row is easier than before and simpler than a Ford Everest. Once back there you’ll find four more cupholders, two USB-C charge points and adjustable backrest decline. Again, the high floor means it isn’t suitable for carrying seven adults great distances.

For child seats, the Prado has ISOFIX tabs on the outboard second row seats and a total of three top tether anchors for the second row. 

Grade for grade, the 2025 Toyota Prado has jumped in price significantly with the GX $9670 more than before and top-spec Kakadu $12,552 dearer. 

Despite the same basic engine, there is justification with classier recycled cloth upholstery in the five-seat GX ($72,500), ice cold dual-zone climate control, a strong 10-speaker sound system and 18-inch alloy wheels. 

Auto LED headlights, manual seat adjustment, keyless entry, auto wipers, five USB-C charge points, a 7.0-inch digital driver’s display and generous 12.3-inch multimedia touchscreen with 12 months of Toyota connected services along with wireless Apple CarPlay and Android Auto make the GX feel like a mighty complete specification.

That said, it still has manual seat adjustment, a urethane steering wheel and rubber floor mats but then it is the workhorse. Practicalities like 12 cupholders and 220-volt three-pin power outlet in the boot mean it’s fit for purpose. 

The Prado GXL ($79,990) is what most will think of as the minimum family trim with roof rails, a power tailgate with rear window hatch, heated and ventilated front seats, synthetic leather upholstery, eight-way power adjust driver’s seat, leather-accented steering wheel and shifter, a total of seven USB-C charge points and a wireless smartphone charger. 

The next step is the VX; a more luxurious urban-oriented trim that gets a different (and a little ugly) ‘Lux’ front grille reminiscent of the old Prado, 20-inch alloy wheels, body colour wheel arch and body trims and Bi-LED headlights with auto levelling and high beam. 

For its near-$90K asking price the VX’s cabin bumps the digital cluster to 12.3 inches, adds leather-accented upholstery, power lumbar adjust for the driver, four-way power passenger adjust (without height), a refrigerated centre cubby, carpet floor mats, power-adjust steering column, a 14-speaker JBL sound system — that isn’t a huge upgrade — and terrain monitoring cameras.

Visually closer to the GXL with the square grille and ‘TOYOTA’ lettering, the $92,700 (before on-road costs) Altitude is Toyota’s off-road focused model. It’s also probably the best looking, available in two exclusive paint colours ('Tanami Taupe' and 'Ningaloo Blue') and riding on tough matt grey multi-spoke 18-inch alloys with Toyo Open Country all-terrain tyres. 

Inside it’s much like the VX, though upgraded with a heated steering wheel, digital rear-view mirror and a sunroof. It loses tyre pressure monitoring, oddly, but picks up a locking rear differential, passive dampers and front stabiliser bar disconnect. 

Right at the top of the tree is the Kakadu which pairs the VX’s exterior appearance with illuminated side steps, a panoramic sunroof, heated and ventilated rear outboard seats and a Torsen limited-slip rear differential.

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.

This is not a hybrid, I repeat, not a hybrid. That’s what Toyota keeps saying, at least, even though the Prado’s 48-volt ‘V-Active’ Australian-honed integrated starter generator system is what some other manufacturers call ‘hybrid’, or ‘mild hybrid’. 

There’s an 8.4kW/65Nm electric motor generator powered by a small 4.3Ahr battery that contributes to mildly improved acceleration and extended stop-start cycles. Toyota says changes have been made to the diesel engine, including a new turbocharger, higher flow injectors and changes to the block and head. 

None of the tweaks increase the Prado’s ‘1GD-FTV’ 2.8-litre turbo-diesel four-cylinder’s power and torque outputs beyond 150kW (at 3000-3400rpm) and 500Nm (1600-2800rpm).

Turbo-diesel V6s in the Ford Everest and larger LandCruiser 300 Series easily outpunch the Prado, yet it still makes assured progress when lightly loaded. Additionally, the suppression of the engine’s vibrations and noise is much improved.

A new eight-speed automatic transmission gets a lower first gear ratio and taller cruising gears. Toyota says the shifts are 25 per cent faster than the old six-speed, from the driver's seat they feel slick and confident. There are fewer early down changes, too, making for a smoother drive. 

Toyota does not claim a 0-100km/h sprint time for the new Prado but it doesn’t feel meaningfully quicker than the old car, which got there in a bit more than 10 seconds. The Prado will go onto a top speed between 165km/h (GX, GXL), 170km/h (VX, Kakadu) and 175km/h (Altitude). 

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 all that electrification and engine improvement, the new Prado’s combined consumption figure falls only a whisker from 7.9L/100km to 7.6L/100km. We saw about 10L/100km on the Prado’s trip computer during a mix of rural highway and dirt road driving. 

To combat NOx emissions, the Prado’s Euro 5 compliant diesel now gets a 17.4-litre AdBlue tank. Toyota says the Prado will use around a litre of AdBlue every 500km, meaning it will need a top up once every 8500km, depending on driving style and conditions. 

The other thing to note about the 250 Series is its reduced fuel capacity. Having only an underslung full-size spare wheel and battery to package means no extra tank and a maximum of 110 litres of diesel onboard, instead of 150L. That’s still easily enough for a 1000km driving range from a fill-up, though.

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.

There’s no doubt the Prado has some niggling issues but none of them manage to compromise the driving experience. It is head and shoulders above the vehicle it replaces and a perfect complement to the bigger 300 Series.

Immediately I noticed the light steering in the car park. This is the first LandCruiser product ever with electronic power-assisted steering (funny Toyota managed to hang on longer than Lotus).

No longer are you lumbering an over-sized tiller through your hands when zig-zagging between trees, the new 3.24 turn lock-to-lock system is light, accurate and makes the Prado instantly agile. 

And yet when cruising pockmarked NT roads at the posted 130km/h speed limit there’s no dead-zone and plenty of heft off-centre to smoothly deal with crosswinds and cambers.

The other benefit is massively reduced kickback on high-speed dirt roads and when crawling over rocks. There really are no drawbacks here.

Despite its roughly brick-shaped frontal area the Prado manages to cut its way quietly through the air with no whistling mirrors or trim pieces. The eight cabin mount cushions have been revised to further eliminate suspension feedback in the driver’s seat. 

Braking is strong with improved four-piston front calipers clamping 354x32mm ventilated front rotors and single piston sliders wrapped around 335x20mm ventilated rear discs. 

The ride is superb with passive dampers and 18-inch alloys as on GX, GXL and Altitude. Excellent bump absorption meets a confident posture through high-speed corners. On dirt, the Prado deals with surprise drainage ditches and pot holes beautifully with no more than a dull thud reaching occupants.

With adaptive dampers, the 20-inch alloy-wheeled VX and Kakadu have five on-road drive modes instead of three: 'Eco', 'Comfort', 'Sport', 'Sport S+' and configurable 'Custom'. In Comfort, low-speed plushness is next level with almost friction-free travel over speed humps and knobbly rocks. 

Things can get busy on really bumpy roads at 100km/h-plus in Comfort, so it’s best to trade some of that lush travel for Normal’s increased body control. Sport and Sport S+ make the dampers firmer and transmission more aggressive, though this doesn’t suit the Prado’s long-legged charm. 

Toyota has hit the nail on the head for on-road dynamics and comfort, then, but what about capability on rough tracks and trails?

The basics are all present and accounted for. All Prados have permanent four-wheel drive, a low-range transfer case and locking centre differential.

Activating off-road aids is easy with switches all gathered near the gearshift on the centre console and they’re faster than ever — low-range engages in about two seconds and the centre differential now locks 24 per cent faster, says Toyota. 

With track width increased by 79mm up front and 83mm at the rear and the longer wheelbase, the new Prado is more stable, too. A winding access road through Kakadu National Park with unsighted bends, bumps and mud-splashes highlighted the poise of the chassis and precision of steering, all inspiring huge confidence in the Prado’s abilities. 

The four-link live rear axle remains with coil springs all-around remains but a newly-developed double wishbone front suspension with a longer stroke, greater caster and aluminium knuckles adds 10 per cent more front wheel articulation. 

Approach angle improves to 31 degrees but departure drops to 17 degrees and wading depth is 700mm. While the 210mm ground clearance saw our GXL scratch its underbelly on a termite nest, the higher-riding VX, Altitude and Kakdu have a bit more breathing room at 221mm. 

With a 30 per cent stronger body and frame, the local engineers who worked on the new Prado’s development claim the lack of locking rear diff in GXL and VX doesn’t impact the capability of the new 4WD. The main snag we noticed was the departure angle. 

The GX and GXL get 'Downhill Assist Control' (DAC, high-range) and the clever 'Crawl Control' system (low-range) that works as an off-road cruise control, of sorts.

Using the drive mode select wheel, the speed of the car can be controlled without worry of bouncing around on the throttle or brake. Unlike the old system, the ABS pump is really quiet.

Adaptive damper-equipped trims and the Altitude get the latest iteration of Toyota’s well-regarded multi-terrain select. In high-range you can select 'Auto', 'Mud', 'Sand', 'Dirt' and 'Deep Snow' and in low range Auto, Mud, Sand and 'Rock', all of which augment traction control and response for the various conditions. 

A mogul control program makes the ride smoother on bumpy terrain while the new 360-degree and terrain-view cameras show a feed from beneath the body to avoid nasty rocks.

The biggest challenge was dished out to the Altitude off-road flagship, with no GR Sport (at least for now). Equipped with all-terrain tyres, a locking rear differential (that actuates in just 0.15 seconds) and an electronic front stabiliser disconnect system that adds another 10 per cent front axle articulation, the Altitude absolutely cruised up, around and back down the rocky outcrop. We’ll need to find a bigger challenge. 

The Altitude can be tricked up even further with Toyota genuine accessories, including a roo bar (with body colour option) and integrated winch. We’ll be sampling one early next year on our well-known off-road loop, so stay tuned to see how it compares to other rivals.

For now, what is impressive isn’t necessarily how far you can take the Prado on tricky terrain, but how calm and relaxed it feels eating up rough conditions.

More and more, safety is becoming a byword for systems that incessantly beep, bing and bong offering more a stressful soundscape than genuine help. In Prado's case, things are different. 

It may not have an ANCAP crash safety rating yet, but as it is equipped with nine airbags, auto emergency braking, blind-spot monitoring, lane-keep assist, rear cross-traffic alert, driver-attention monitoring and occupant alert, the Prado is off to a strong start. All trims get these safety features, too. 

The calibration suits Australian roads and driver standards with the only warnings we noticed being a few tugs at the steering wheel to stay within the lane markings and a gentle suggestion to take a break after two hours behind the wheel. 

Plus, they’re pretty simple to disable. When off-roading, there’s a single button that disables those that can get intrusive on tight trails, such as low-speed AEB and rear cross-traffic alert.

You need to dive through the digital driver’s display to disable the parking sensors which sound like an RSL pokies room when you’re passing low-slung bushes. 

The stability control (tweaked depending on drive mode) steps in gently to correct any wrong-doing on dirt and still lets you power out of boggy situations. Also, the ABS system is very effective and silent at work, helping keep the brake pedal feeling confident no matter the surface. 

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 backs the Prado with a five-year/unlimited kilometre warranty from the factory. Providing the 4WD is serviced on schedule, Toyota will extend this warranty to seven years.

Maintenance is due a little more regularly than your run-of-the-mill family seven-seater like a Toyota Kluger or Hyundai Palisade but that is to account for the Prado’s heavier use case. It is capped at $390 a visit with Toyota calling for the car to return every six months or 10,000km.

Another clever feature is the Prado’s front end, which is split into smaller sections including the fog light bezels, lower valance and grille, which can be replaced individually if damaged.