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The 2024 Toyota LandCruiser Prado was unveiled in early August and it's set to land in Australia in mid-2024.
It's the first all-new Prado in 14 years and it has many people very excited but, with delays blowing out customer wait-times for new vehicles, is a current seven-seat Prado the better option for you?
Read on.
So, a big SUV like the Toyota Kluger Grande is on your shopping list, but how well will a hybrid version work for you?
Chances are you're a parent - the Kluger is a family favourite after all. And if you’re a parent take comfort in knowing this review of the Toyota Kluger Grande Hybrid is being written by a fellow parent.
A parent who has been up since 5:00am with a toddler who threw breakfast on the floor, somebody who’s already done the school run with the eight-year old and is on their third cup of coffee. And it’s only 9:00am.
What does this have to do with cars? Everything - well, it does for family cars, anyway.
The family car is a vital tool and if it doesn’t work properly, not just mechanically but in a practical and financial way, it’s not going to be much help. A good family car needs to be easy to use as well.
Because you’re also a sleep-deprived parent I’m not going to make you trawl through this entire review to find out if the Toyota Kluger Grande Hybrid is any good.
So, let me tell you now, it’s excellent and outstanding among its rivals like the Hyundai Palisade, Kia Sorento or Nissan Pathfinder. It’s exceptional for its roominess, cabin storage and low ownership costs.
Does being a hybrid matter or change things? Absolutely. It'll save you money on fuel and make driving smoother. So, in my books you'd be bananas not get the hybrid version.
So, there you have it - buy it. Seriously. There’s a reason why it's so popular among families.
You only have to look at the car park at the pool I take my son to for his swimming lessons.
Last weekend I ended up in a Kluger traffic jam in there. See, I took a photo because I thought it was funny. My son did not. What would be the collective noun for a group Klugers?
Anyway, the reason why you should continue reading is because I think you don’t need to get the top-grade Grande as it’s too pricey. Read on to save some money and find out more…
The Kakadu treatment adds a welcome prestige to the Prado which is already a functional, comfortable daily driver and a very capable 4WD tourer as is.
It's reliably effective off-road and though it lacks the over-the-top macho appeal of something like the 70 Series LandCruiser, it still makes a very appealing platform as a touring vehicle. But this flat-tailgate Kakadu, minus the extra fuel capacity of a Prado with the tailgate-mounted spare, loses tourer appeal due to that fact.
If you choose to opt for a lower-spec Prado you'll forgo some nice Kakadu features – such as KDSS – but it'll still be a Prado after all. Money saved can be spent on aftermarket gear to fit out your new adventure machine.
Or you can wait in line with everyone else for the 2024 Prado...
The Kluger Grande Hybrid is outstanding among its peers for fuel efficiency, practicality and ownership costs. It's just that this grade is overly expensive. Really the GXL is the sweet spot in the range for value but you do miss out on some good features such as the sun blinds and leather seats.
That said, hybrid is the way to go with a large SUV, delivering fuel savings and a more peaceful driving experience.
Comfortable, easy, practical and peaceful, that's all parents really want.
The flat tailgate Kakadu is 4825mm long (4995mm with tyre mounted on the tailgate), 1885mm wide, 1880mm high, and it has a kerb weight of 2290kg (2350kg for the standard Prado).
The 2024 Prado – or the 250 Series as it's known in other markets – has an identical wheelbase to the 300 Series (2850mm), so it's 60mm longer than the current model's.
That next-generation Prado will reportedly measure 4925mm long, 1980mm wide and 1870mm high, so it's 100mm longer, 95mm wider and 20mm taller than the current Prado.
As mentioned, our test Prado's flat tailgate pack cuts fuel capacity from 150 litres to 87 litres, which results in a substantial drop in driving range. So, it'll factor heavily in the buying decision, especially if the potential owner is keen on off-road touring.
The current Prado's design is less blocky than previous iterations but retains a recognisable Prado chunkiness. If you like your SUVs even more streamlined, but with a healthy dose of retro, you'll have to wait for the 2024 Prado.
The Toyota Kluger is the New Balance sneaker of cars. Yep, Toyota has nailed Mum-and-Dad fashion with the look of the Kluger, without any hint of irony.
This generation came out in 2021 and you can guarantee Toyota won’t bring out a new-gen version until about 2028, possibly 2030.
And even then that one will also look like a loaf of bread, just with a different face. Like this one, and the last one and the one before that.
That reminds me, we need bread.
The Kluger looks tough, but not elegant. It looks modern, but not avante-garde. It looks functional and tells the world, 'if it wasn’t for the kids I wouldn’t be driving this'.
Get past the Kluger Grande’s uninspiring exterior and you’ll find a surprisingly upmarket cabin that's full of air and light, well appointed with premium seats as well as a modern and stylish dashboard.
The Grande grade adds some nice trimmings I didn't mention in the features section such as the wood-look elements, ambient lighting, and the soft-touch instrument panel.
The exterior also gains chrome elements in the grille, roof rails and larger 20-inch chrome-look wheels.
There are some elements which bring the tone down in the cabin. The JBL speakers in the windscreen pillars look like big plastic novelty ears and the wood-look trim doesn’t look or feel like wood (why didn’t they use real wood?), but it’s not worth getting uppity about.
The Prado's interior has a comforting familiarity about it. Sure, it feels a bit dated, but I like it. It's plush, functional and very comfortable.
The front seats are heated, ventilated and power-adjustable and the driver and front passenger have easy access to the 9.0-inch touchscreen multimedia system, which is simple enough to operate.
There's also the usual complement of cupholders (two in front of the centre console) and USB charge points, as well as the refrigerated cool box that replaces the centre console.
The Kakadu has three-zone climate control so everyone has a hand in how toasty or chilled they are during road trips.
Floor mats in the Kakadu are carpet, not the all-weather rubber mats you get in lower-spec Prados.
The second-row is a 40/20/40 sliding split and the outer seats are heated. Second-row passengers get directional air vents, fan and temp controls, seat-heating controls, 12V point (all in the rear of the centre console), and a fold-down centre armrest with built-in dual cupholder.
The second-row seats have three top-tether points and two ISOFIX locations.
There are mesh map pockets on the driver and front passenger seat-backs.
The third-row seats – in a 50/50 split fold-flat configuration – are button-operated and power-folding. Passengers have a cupholder each, as well as air vents and a speaker mounted nearby. They also have a clear view of the 9.0-inch ceiling-mounted DVD screen.
With the third-row seats in use, boot space is listed as 104 litres.
If not in use, the rear-most seats can be power-folded away at the press of a button and the area used for luggage, concealed by a retractable cargo blind. With the third row stowed away, there's a claimed 553 litres of cargo space.
With the second and third rows folded down and out of the way, there's a claimed 974 litres available.
For reference, the 2024 Prado will have a 12.3-inch multimedia system (including wireless Apple CarPlay), as well as seating for five or seven passengers.
The Kluger is vastly more practical than many of its rivals despite them also being large and seven seaters.
That’s because the Kluger’s use of space inside is excellent for storage, luggage and people. There’s thoughtful practicality everywhere.
Take the Kluger’s dashboard, which doesn’t eat into the cabin too much and has built-in shelves running the width from front passenger to driver.
And the centre console box with its roller door opening that reveals a wireless phone charger and below that deck is a huge hidden space.
There are cupholders in all three rows and generously sized door pockets.
Legroom in the second row is excellent and I can sit behind my driving position even though I'm 189cm tall.
I could sit in the third row, but my head touched the roof and my knees were getting friendly with the back of the seat in front. As with most third rows in SUVs they’re best suited for kids.
Along with the wireless phone charger there are seven USB ports (five up front and two in the second row).
Three-zone climate control means the second row can set their temperature (this comes on the GXL grade, too), and the Grande adds sun blinds and privacy glass to the rear windows.
The rear doors also open tall and wide making entry and exit easy.
The tailgate opens high so there's less chance of bumping your head and it’s the gesture type which means you use a kick motion to open if your hands are full.
Boot space is excellent. The cargo capacity with the third row folded flat is 552 litres and with the third row up its 421 litres.
Our test vehicle is the Prado Kakadu, a seven-seat 4WD wagon with a list price of $87,468, excluding on-road costs.
Standard features include a 9.0-inch touchscreen multimedia unit (with Apple CarPlay, Android Auto and sat-nav), three-zone climate control air conditioning, a JBL 14-speaker sound system, a rear-seat entertainment system (Blu-ray DVD player) with 9.0-inch screen and three wireless headsets, button-operated third-row power-folding seats, panoramic-view monitor, tilt-and-slide moonroof, and 19-inch alloy wheels.
It also has a premium woodgrain-look power-adjustable steering wheel with paddle shifters, leather-accented, heated and ventilated front seats, dual-range 4WD, as well as 4WDing-suitable driver-assist systems, such as crawl control and multi-terrain select (both for off-roading), adaptive variable suspension (with three modes: comfort, normal and sport), rear air suspension and Toyota's 'Kinetic Dynamic Suspension System' (KDSS).
Driver-assist tech includes 'Toyota Safety Sense' (including 'Pre-Collision Safety System' with pedestrian detection, 'High Speed Active Cruise Control' and more).
A flat tailgate option (which moves the full-size spare wheel from the rear door to the Prado's underbody) is available for the Kakadu. Our test vehicle has it.
Worth noting that choosing this option reduces your fuel capacity from 150 litres to 87 litres, because you sacrifice the 63-litre sub-tank so the spare tyre can be fitted underneath the vehicle.
Kakadu interior seat trim choices are beige leather accented or black leather accented.
Exterior paint choices include 'Graphite', 'Espresso Brown', 'Glacier White', 'Crystal Pearl', 'Silver Pearl', 'Peacock Black', 'Eclipse Black', 'Ebony', 'Wildfire' and 'Dusty Bronze' (premium paint, on our test vehicle). Premium paint costs $675 extra.
There are accessories aplenty available for the Prado, but there are also bundled packs which incorporate several accessories to suit your lifestyle.
The 'Adventure Pack' includes an alloy bull bar (commercial), light bar (fitting kit sold separately), snorkel, roof rack with alloy roof tray (both sold separately) and weather-shields (left and right sold separately).
Then the 'Weekend Getaways' pack includes a nudge bar (black), light bar (fitting kit sold separately), bonnet protector (tinted), roof racks with bike carrier (both sold separately), tow bar, tow ball and trailer wiring harness.
If you’re reading this you’ve decided to find out more or possibly just want to know why I called out the price of the Kluger Grande Hybrid in the introduction.
Here’s why. The Kluger Grande Hybrid lists for $80,230. That’s before on-road costs like rego, stamp duty, compulsory third party insurance and dealer delivery charges.
That’s a lot of money and it’s because this Grande grade sits at the top of the range.
The entry-level Kluger GX Hybrid lists for $58,290. That’s $22K less than the Grande. You could buy an entire car for $22,000 - a Hyundai Venue, a Kia Stonic or a Suzuki Swift.
So, why does the Grande cost so much? I don’t know. The features don’t seem to justify the higher price.
All Klugers come standard with alloy wheels, LED headlights, proximity unlocking and push-button start, three-zone climate control, rear privacy glass plus wireless Apple CarPlay and Android Auto. And all have seven seats.
The GXL adds built-in sat nav and a big 12.3-inch media display, heated and power-adjustable front seats, and an auto tailgate.
The Grande then adds leather seats (heated and ventilated up front), a wireless phone charger, head-up display, panoramic glass roof, kick-function tailgate, sunshades for the rear windows and an 11-speaker JBL sound system.
Really, the GXL Hybrid is the one to get and it lists for $67,810.
The Kakadu has a 2.8-litre four-cylinder turbo-diesel engine – producing 150kW at 3000-3400rpm and 500Nm at 1600-2800rpm – and that's matched with a six-speed automatic transmission.
This is a solid not dynamic combination, which is fine with me because it yields a drive experience that's equal parts relaxed, assured and undemanding.
Our test Prado has a full-time four-wheel drive system with high- and low-range.
Note: the Prado has a diesel particulate filter (DPF) and issues linked to those systems have been well documented, so head to our Toyota Prado problems page to stay up to date with any DPF details.
The next-generation Prado will feature five powertrains globally, however, Australia will only get a 48-volt mild-hybrid version of the current model's 2.8-litre four-cylinder turbo-diesel engine (150kW and 500Nm), with identical power and torque outputs as the existing engine.
The new hybrid engine will be matched to a new eight-speed torque-converter automatic transmission.
It will have full-time all-wheel drive, a low-range transfer case, a centre diff lock, a electronic locking rear diff and a button-operated swaybar disconnect system – not Toyota's KDSS – aimed at yielding improved wheel travel while off-roading.
If you're concerned a hybrid system will have trouble pulling a large SUV around, let me tell you, the Kluger is powerful and has no problems doing the work. This hybrid SUV could well have more grunt than any car you've ever driven.
Okay, so the Kluger Grande we tested was a petrol-electric hybrid variant which combines a 2.5-litre four-cylinder petrol engine with three electric motors powered by a battery.
The engine’s output is 142kW and 242Nm while the motors make a combined 184kW. The front two electric motors make 134Nm and 270Nm of torque while the rear motor produces 121Nm.
The continuously variable transmission keeps the motion smooth and sends the drive to all four wheels, so yes, the hybrid is all-wheel drive.
The Prado has an offical fuel consumption figure of 7.9L/100km (on a combined cycle).
I recorded 13.4L/100km on this test. I did a lot of high- and low-range 4WDing – but the Prado never seemed to have to work hard.
It has 87L fuel tank capacity – that's 63 litres less than any Prado that does not have the flat tailgate, and going by our on-test fuel-consumption figure you could reasonably expect a full-tank driving range of about 650km.
The Prado with the rear-mounted spare has a 150-litre tank so, based on my fuel figures, you could reasonably expect about 1120km from a full tank.
There are plenty of large SUVs with big V6 and V8 petrol engines out there with heaps of power but they use three times the amount of fuel the Kluger Grande Hybrid does.
I know this first hand. I’ve just tested a V6 powered seven seater SUV which used 20L/100km month in, month out.
I drove the Kluger Grande Hybrid on exactly the same roads every day, doing the same things like school drop offs, the supermarket run, swimming lessons and the work commute and it used 6.6L/100km. I measured this at the fuel pump.
So, 20L/100km for another V6 seven-seater SUV or 6.6L/100km for the Kluger Grande Hybrid? Which would you prefer?
Toyota’s official consumption figure for the Kluger Hybrid is 5.6L/100km (based on a combination of open and urban roads) but mine was mainly suburban and city driving when more fuel is used.
The Kluger Hybrid has a 65-litre fuel tank which means a range of approximately 1160km is technically possible.
The Kluger Grande Hybrid doesn't need plugging in to charge. The battery recharges on the go through regenerative braking.
So, unless you’re a driving enthusiast who loves high-performance or classic cars I’m not sure why you wouldn't choose the hybrid option when it comes to a large SUV. Or a small one.
The Kakadu is an easy-driving and very comfortable 4WD wagon.
It's quiet inside the Prado with most external noise kept to a muffled hum.
Steering has a nice weight to it, although it can feel a bit floaty if you're used to a more tightly controlled vehicle. The driver can dial-in their position as the steering wheel is electric tilt-and-telescopic adjustable.
The Kakadu has a 11.6m turning circle and feels nimble along crowded streets and in busy regional centres.
The 2.8 litre turbo-diesel engine and transmission pairing is an unhurried, almost sluggish combination, yielding a relaxed drive experience, but acceleration is gutsy enough to punch the Prado off the mark and get it moving at pace to overtake when needed.
Brakes – ventilated discs at each corner – were able to bring the 2.3 tonne Prado to a rapid controlled stop every time I stomped them into submission during my patented ‘Watch out for that kangaroo!' emergency-braking tests on dry and wet bitumen.
One of the Kakadu's major points of difference with lower-spec Prados is that it has Toyota's 'Kinetic Dynamic Suspension System' (KDSS), which helps iron out most ride and handling irregularities.
KDSS hydraulically alters tension on the sway bars to suit the terrain; on-road, it tightens them for reduced body roll and more dynamic handling, and off-road it loosens them for greater wheel travel to further improve performance.
The Kakadu also has adaptive variable suspension which can be set to one of three modes ('Comfort', 'Normal' or 'Sport') via an in-cabin switch to help dial-in smooth and well-sorted ride and handling; and its height-adjustable rear air suspension with switchable low, normal or high modes.
The Kakadu's Dunlop Grandtrek AT30 tyres (265/55 R19) are well-suited to on-road driving, but fall a bit short, performance-wise, when 4WDing.
On the loose-gravel dirt track that leads to my unofficial 4WD testing ground, the route had been gouged by deep ruts from recent rains. The Kakadu managed it all well.
And a lot of the credit of that controlled ride and handling is due to KDSS, loosening swaybars to suit the terrain, allowing axles full-stretch articulation as required.
And that's very handy at low speeds when sustaining safe and controlled momentum via maximised traction is the goal.
And this was even more evident when I tackled my favourite set-piece rocky hill-climbs.
The Kakadu trucked over the undulating ground at low revs and with wheels dipping and rising as they stuck to the dirt. Wheel travel in a standard Prado is fine but the KDSS-equipped Kakadu gets even more flex on the move.
It conquered everything with impressive ease, only ever scrambling momentarily for grip because of its tyres.
Swap those with a decent set of all-terrains and you'd instantly make a great off-roader even better.
Steering retains a nice balance at low speeds, throttle response is good (not touchy over bumpy terrain), the driver has plenty of visibility (crucial for low-range highly technical 4WDing that relies so heavily on choosing the correct line) and the Kakadu's dimensions offer off-road angles – of 30.4 degrees (approach), 21.2 (ramp-over) and 23.5 (departure) – that are good for a cityfied SUV wagon.
The Kakadu has plenty of torque across a wide rev range, and front, centre and rear locking differentials.
It also has a raft of driver-assist tech, including crawl control (low-speed low-range cruise control/traction control with five selectable speeds), and 'Multi-Terrain Select' (with off-road driving modes that adjust steering, throttle and traction control to suit the terrain you're on, e.g. rock and dirt, mud and sand etc).
Towing capacity is 750kg (unbraked) and 3000kg (braked).
The Kakadu has a gross vehicle mass (GVM) of 2990kg and a GCM (gross combined mass) of 5990kg.
For reference, towing capacity on the 2024 Prado is tipped to be 3500kg (braked), but, at time of writing, this was unconfirmed.
Smooth, easy, comfortable. Let’s be honest, the Kluger is the SUV version of the Toyota Camry and like that sedan it’s not trying to be a performance vehicle.
Besides, as a dad of small children, smooth, easy and comfortable is all I want these days. I’m still hurting all over after giving piggybacks down a hill all after yesterday. I think I’ve punctured a lung or something. So yeah, smooth, easy, comfortable please and dull sounds good to me right now.
The hybrid powertrain with the continuously variable transmission means motion is smooth with no jerky gear changes and at lower speeds the Kluger glides in silence under the power of just the motors.
If you've never driven an EV before a hybrid like this is the perfect place to start. There's no plugging in to charge yet at low speeds it operates just like an electric car, moving silently and smoothly through the world.
It's serene and makes traffic far less taxing with no gear changes or idling engine.
The steering is light and accurate, while the visibility is good making the Kluger easy to pilot and park.
The suspension is set up for a composed ride and this is helped more by the big, comfy seats.
The Kluger Grande Hybrid isn’t fast in a straight line, but it isn’t sluggish either. The combination of the torque from the electric motors and petrol engine make it feel just as quick off the mark as some V6-powered SUVs I’ve driven lately.
The Prado has the maximum five-star ANCAP safety rating from 2011, but that rating expired at the end of 2022 and Toyota has no plans to re-test this generation. As mentioned earlier, the new Prado is not expected here until 2024.
The second-row seats have three top-tether points and two ISOFIX locations.
The Prado has seven airbags, three top-tether points and two ISOFIX locations in the second row, and is stacked with driver-assist tech including pre-collision avoidance with AEB, high-speed active cruise control, lane-departure alert with steering assistance, automatic high beam, road sign assist and more.
The Kluger was given the maximum five-star ANCAP rating when it was tested in 2021 and all grades through the range come with the same high level of safety tech.
So, like all the other grades the Grande has AEB with pedestrian and cyclist detection, there’s blind-spot warning, rear cross-traffic alert, adaptive cruise control, plus front and rear parking sensors.
The rear view camera’s view is wide and the resolution is excellent - vital for reversing out of driveways.
Child seats can be fitted only in the second row with three top tether anchor points and two ISOFIX mounts.
You should also know that airbags don't fully cover the third row occupants in the Kluger.
The Prado has a five-year/unlimited kilometre warranty, which is the mainstream market standard.
Maintenance is scheduled for every six months or 10,000km, which is more frequent than the more common 12 months/15,000km.
Every new Prado comes with capped price servicing of $260 per service up to the three-year mark, for a total of $1560 over three years.
The Kluger Grande Hybrid is covered by Toyota’s five-year, unlimited-kilometre warranty. The hybrid battery is covered by an eight-year/160,000km warranty.
Servicing is needed annually or every 15,000km and is capped at $265 per service for the first five years.