Browse over 9,000 car reviews
What's the difference?
This is one of the most important models to come from Toyota in ages. You guessed it. It's the new LandCruiser Prado.
Why is it important? The Prado is now in its fifth generation and aside from some minor facelifts, it hasn't seen a proper update since 2009!
Toyota loves the 'if it ain't broke, don't fix it' design ethos, and it usually works as their SUVs remain some of the most popular in Australia. But after 15 years, we deserved a new one and we're testing the base GX grade to find out if it's been worth the wait.
The Land Rover Discovery is a bit of a classic with 4WDers – and while it’s never attracted a massive and passionate fanbase like its hard-core stablemate, the Defender, it’s done okay for itself.
There used to be a clear distinction between the Discovery and the Defender. The Discovery was always your Landie of choice if you were after a luxurious smooth-riding 4WD, while the Defender was a gruff, rough-riding, hard-core adventure machine.
Well, with the new Defender being so refined, so well-appointed, so comfortable and so nice to drive – it’s almost like a Discovery in disguise – is the 22MY Discovery even relevant any more?
More importantly, does it make sense as your next seven-seat 4WD wagon?
Read on.
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 Land Rover Discovery D300 S is a great family-friendly 4WD wagon.
It’s quiet, refined, and supremely well appointed; it’s also very nice to drive on-road and it’s a lot of fun – and very capable – off-road.
It’s packed full of driver-assist tech and its Pivi Pro system is a real treat to use once you’ve mastered the art, which doesn’t take long.
But you could say all of those same things about the new Defender.
So, is the Discovery still relevant? I reckon it is … at least for the time being.
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.
As always, I’ll avoid waxing lyrical about the styling of a vehicle – suffice to say, it looks good.
In terms of dimensions, this Discovery is 4956mm long (with a 2923mm wheelbase), 2220mm wide and 1888mm high.
It has a listed kerb weight of 2437kg.
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.
The interior has a real premium feel about it, but it still serves as a very practical space.
The third-row seats can be either manually folded down into the floor to use that area as cargo space, or lifted up into a seating position.
There is a load-space cover, light, luggage tie-downs, bag hook and 12v in the rear, and two USB charging sockets for the third-row passengers.
The second row is a 60:40 electric-folding set-up with manual slide and powered recline, centre headrest and armrest, as well as map pockets, and door-moulded recesses. Second-row passengers get two USB C and one USB A charging points, air vents, air-con controls and more.
The front seats are 14-way electrically-adjustable with captain’s armrest, grained leather seat facings with Ebony interior; the Pivi Pro 11.4-inch touchscreen with digital radio, Apple CarPlay and Android Auto; as well as one USB A and three USB C points.
The Discovery has a fixed front and rear panoramic roof.
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.
For reference, this Discovery D300 S has a price-tag of $101,875* (plus on road costs).
As standard, the seven-seat Discovery’s list of features is considerable, as it should be at this price-point, and includes a 11.4-inch Pivi Pro multi-media touchscreen (like an all-in-one vehicle operating system, but more about it later), Apple CarPlay and Android Auto, fixed sunroofs, 3D Surround Camera, height-adjustable air suspension, 20-inch five-split-spoke, gloss silver wheels, and a whole lot of driver-assist tech.
There are also plenty of optional features available, which obviously push the price up the more you add to your Disco.
Our test vehicle was equipped with a stack of those extras and, because of that, its price-tag was $110,910* (plus on-road costs). (Prices correct at time of writing.)
Optional features on our test vehicle include Advanced Off-Road Capability Pack ($3970, twin-speed transfer box (high/low range), All Terrain Progress Control, Terrain Response 2, Configurable Terrain Response; Active Rear Locking Differential $1110; Tow hitch receiver $1000; Leisure Activity Key $960; Black Roof Rails $940; Privacy glass $920; Premium carpet mats $640; and wireless device charging $455.
By the way, the Discovery is available in a variety of colours including Fuji White, which is on our test vehicle, as well as versions of black, blue, grey and silver.
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.
The Discovery has a 3.0-litre inline six-cylinder twin-turbo-diesel engine – producing 220kW at 4000rpm and a whopping 650Nm at 1500-2500rpm – working with a mild hybrid system.
Those impressive power and torque figures don’t tell the whole story of just how well the Disco’s engine is able to punch this big unit along the road at a comfortable clip and – bonus – its chunk of torque, useable across a decent rev range, comes in very handy when off-roading.
It has an eight-speed automatic transmission and an all-wheel drive system.
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.
Fuel consumption is listed as 7.5L/100km on a combined cycle.
Fuel consumption on this test was 9.8L/100km. That’s sound considering I did a lot of high- and low-range 4WDing on this test and the Disco is quite a hefty unit.
The Land Rover Discovery D300 S has an 89-litre fuel tank, so, going by those fuel-consumption figures, I’d expect an effective touring range of about 860km, but remember that figure includes a built-in 50km safe-distance buffer.
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.
The Discovery is very impressive on-road. No surprise really as it has always had a reputation as a comfortable on-road cruiser – and it's lost nothing in this latest iteration.
It is a smooth driving experience: quiet, refined and you suffer little to no noise from outside intruding into the cabin.
The seats are very comfortable and supportive, and that makes it perfect for long-distance trips.
The straight-six engine and eight speed auto are a nice combination, quietly effective, and well-managed.
Acceleration is good with sharp throttle response, so you can crack on the pace when you need to, say, for instance, from a standing start or when you need to overtake a vehicle.
In terms of overall driving experience, there’s nothing too outrageously exciting or dynamic on offer here, because this is a large SUV, but it’s always comfortable and it’s lively enough if you want to give it the boot. There are paddle shifters if you want to get fancy with your up- and down-shifting.
It’s not all good news: visibility from the driver’s seat is a bit pinched out the rear of the Discovery (due to its styling); there is pronounced body-roll through corners; the brakes are quite spongy, with a real delayed-action feel about them; ride is a tad harsh because you are rolling along on 20-inch tyres and rims, which is something I’m not so used to; and, the steering column is manually adjustable only, which I reckon is a bit slack for such a pricey vehicle.
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 Land Rover Discovery D300 S has the maximum five-star ANCAP safety rating, based on 2017 testing.
As standard, its suite of driver-assist tech includes AEB, adaptive cruise control, blind-spot assist, lane-keep assist, traffic sign recognition, front and rear parking aids, and trailer stability assist (TSA).
Don’t forget the Discovery’s terrain response system, and front and rear diff-locks.
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.
The Discovery has a five year/unlimited km warranty with five years roadside assistance.
The service plan applies over five years/130,000km (whichever occurs first) with a cost of $2650.