Welcome to the fifth generation of the Toyota Land Cruiser Prado, or, as any self-respecting Toyota salesperson would call it, “the most capable Prado yet." First launched in 1990 as a more road-friendly and usable alternative to the traditional bush-whacking Land Cruiser recipe, it eventually went on to become a hit in South Africa among families hitting the gravel on the weekend and school runs the other five days of the week.
This popularity can be attributed to the Prado’s placement within the LC range as the “compromise” between the snobbish LC300 and more bare-bones, basic indicators, and lights come standard 70-Series. How popular will this one be given its departure from Prado conventions?
For one, it brings with it a sleek, blocky front end supposedly inspired by Land Cruisers of yore. Toyota also claims that exterior aspects have been designed and implemented while keeping ease of replacement in mind. It is definitely a reassuring aspect if you frequent the off-road trails. Some in the traditionalist camp may not be in favour of the spare wheel’s relocation to underneath the vehicle, which now makes for a vertically operated tailgate instead of the swing variety. It’s more user-friendly in crowded parking lots while also helping rear visibility, but you make up your own mind on the styling aspect—I’m not touching that hot potato with a 10-foot pole.
Stepping into the Prado VX-R, it becomes immediately clear that it’s a contrasting space. On one hand, this derivative prioritises classic luxury with its Dark Chestnut upholstering, but on the other, the tech loadout adds what many Prado buyers will deem an unnecessary layer of complexity. Front and centre is a 12.3-inch TFT instrument display and an equally large infotainment screen. This tech-heavy, feature-rich approach makes it abundantly clear that Toyota is looking to attract a younger audience. Yet, this approach is also marred by an overabundance of buttons, some of which merely serve to tweak a particular aspect of the Prado’s onboard functionality. If Toyota is leaning heavily on digital integration, shouldn’t it wholeheartedly embrace this and leave only the essential, most-used functions in button form? Suppose it’s a matter of opinion. At least the graphics are crisp and on-trend, but in terms of responsiveness, it’s not there yet, with several Android Auto connectivity bugs rearing their ugly heads during the test period.
As for the drive, well, Toyota has hit the mark on-road and off. The entirety of the Prado range now employs a 2.8-litre GD engine (that may sound familiar) paired with an 8-speed gearbox, delivering 150kW and 500Nm of torque. While some may lament Toyota’s decision to pluck the dated 4.0-litre V6, the smaller-capacity turbodiesel doesn’t leave you wanting in any real-world scenario. It's fairly responsive off the line, and when paired with the 8-speed auto, it's well-equipped for daily errands or extended periods of highway driving with decent fuel economy returns, registering 9.1l/100km during our test.
However, when navigating downhill sections, the gearbox tends to hold onto gears, giving me the distinct impression that the Prado thought I was towing due to the way it used engine compression braking during any measurable descent. It’s good news, though, if you’re planning to tow anything more substantial than a Venter trailer…
Where it truly shines, as is the Prado way, is off the beaten track—far beyond anything even remotely resembling gravel tracks. We subjected it to some rigorous off-road challenges, and it breezed through most obstacles in the region of Grade 3 to 3.5, possibly 4 in some circles, with its off-roading tools proving handy when the going gets tough. Select 4-Low with the rotary selector, and its electronic brain should apply traction and make easy work of most obstacles. On occasions when it couldn’t find traction, it was a simple matter of selecting the rear-locking differential, and it easily crawled out of any situation. Its off-track competence is further helped by its camera array, which can project side clearances as well as give a frontal view to help with the limited front visibility that stems from its high-rise bonnet line.
Don't think it's a bargain, though, as the VX-R will set you back R1,448,900, placing it neatly in the "this better be exceptional category". You do get a lot of capability, and buttons, for your buck as well as plenty of space since its larger platform allows it to be a true 7-seater. Its legroom passed the front-to-middle-to-rear test with flying colours, if you were wondering. Also, did I mention that it can comfortably tow pretty much anything just shy of a house? The LC Prado has a braked towing capacity rating of 3,500kg so yes, it's pretty competent on that front.
Sure, some might argue that the Prado's off-road capability and arsenal of on-board technology take away from the visceral thrill of rough going. But this ultimately speaks to Toyota’s know-how in creating a go-anywhere machine and wrapping it in a stylish bow with seat and steering wheel warmers. The pressing question is: will this traditional-meets-digital toolset resonate with a younger buying audience while still retaining its core audience? Ask us in a year.
As with any progress, purists will bewail the loss of the 4.0-litre V6 and bemoan the digital overload—such reactions are inevitable—but there’s no denying that the Prado stays largely true to its roots while embracing the future.
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