Toyota LandCruiser Prado 2014: Launch Review

What we liked:
>> Improved NVH, steering, handling
>> More upmarket and ergonomic interior
>> Even greater offroad capability for top models

Not so much:
>> Price increases for all but entry model
>> Same old petrol and diesel engines
>> Exterior styling not for everyone

The 2014 Prado is differentiated by an adventurous new headlight design with plunging inbuilt daytime running lights and LED main beams on some models, plus a deeper front bumper with fresh five-bar grille.

There are also new tail-lights with red and clear lens segments and a LandCruiser logo integrated within the clusters, while aero fins have been added to the wing mirrors and rear combination lamps.

More importantly, the facelifted Prado was benchmarked against accomplished SUVs like the Land Rover Discovery and also brings upgraded steering and suspension systems, extra safety features, revised interior switchgear, improved third-row access and more equipment across the range.

Prado sales are down more than 15 per cent so far this year, but it remains the nation’s most popular large SUV, outselling a host of car-like monocoque-chassis SUVs including the Ford Territory, Holden Captiva and Toyota’s own Kluger.

In fact, the Prado has led its sales segment every year bar one since its release in 1996, and more Prados are sold in Australia than anywhere else except China and Russia, with 210,000 finding local homes for an average of 12,300 per year.

Toyota makes much of the LandCruiser’s legendary reliability and breadth of capability, and the fact Australia now plays an integral role in its development -- long after the first examples were pressed into service for the Snowy Mountains hydro-electric scheme, representing the Japanese giant’s first exports.

Indeed, it marked the launch of the 2014 Prado with a drive between Albury and Cooma via Thredbo in the heart of Australia’s high country.

But given the fourth-generation Prado (the third-generation sold in Australia) is essentially a re-skin of the MkIII model that dates back more than a decade, are the latest changes enough to keep the Prado at the top of its game in the face of upcoming new rivals like the Australian-engineered Ford Everest?

All models increase in price with the exception of the entry-level, fleet-oriented GX five-seat diesel manual, which continues to open the range from $55,990 (plus on-road costs).

Price increases for the rest of the line-up range between $236 for the GX seven-seaters to $1455 for the Kakadu flagship, representing an average price rise of less than 1.2 per cent.

GX upgrades include a reversing camera, new 17-inch six-spoke alloy wheels with wider tyres, audio and phone controls on the steering wheel and a new six-speaker display audio system with 7.0-inch centre screen.

That’s on top of standard equipment such as cruise control, push-button start, and Bluetooth, USB and AUX connectivity.

The five-seat GX auto now costs $58,690 (up $436), while a third row of seats adds $2500, and brings bring GX seven-seater pricing to $58,490 (manual – up $236) and $61,190 (auto – up $1013).

New equipment for the volume-selling GXL, which accounts for three-quarters of Prado sales, includes the new six-speaker display audio system and 17-inch alloys, plus heated and power-retractable exterior mirrors.

However, base GXL pricing increases by $355 to $61,490 (diesel manual), while the petrol auto is $63,190 and the diesel auto is $64,190 – both up $555.

Additional standard equipment over the GX includes seven seats, three-zone climate-control, rear parking sensors, roof rails, side steps, foglights, privacy glass, a leather-clad steering wheel and gearshifter, a roller blind cargo cover and two additional cup holders.

Both VX models cost $1355 more than before at $77,990 (petrol auto) and $78,990 (diesel auto), but gain new 18-inch alloys, automatic LED headlights with daytime running lights and a 17-speaker JBL multimedia audio system with DAB+ digital radio and full-colour display.

Also new to the VX are heated second-row seats, a new 4.2-inch colour multi-information display flanked by new Optitron instruments dials with thinner white needles and blue edge-lighting, and a new control panel for the rear-seat functions.

Additional kit over the GXL continues to include partial leather seat trim, front parking sensors, rain-sensing wipers, a power-folding third-row seat, power steering wheel adjustment, chromed door pulls, electro-chromatic interior mirror, illuminated entry and touch-screen satellite-navigation.

Flagship Kakadu models are $1455 pricier than before at $91,950 (petrol auto) and $92,950 (diesel auto), but gain a Blu-Ray compatible rear-seat entertainment system.

Kakadu models continue to add Adaptive Variable Suspension, height-adjustable rear air suspension, an electronic rear diff lock, moonroof, cool box, driver’s seat memory, four-camera Multi-Terrain Monitor, five-mode CRAWL control.

A number of new safety features have been added (see SAFETY) and both the VX and Kakadu range-toppers also come with an improved KDSS adaptive suspension system (see MECHANICAL).

Of the eight exterior paint colours, two are new (Dynamic Blue mica and Liquid Bronze mica metallic), while metallic/pearl paint still costs $475 extra. Capped-price servicing costs $210 for each of the first six services.

2014 Toyota LandCruiser Prado pricing:
GX diesel five-seat manual – $55,990 (unchanged)
GX diesel seven-seat manual – $58,490 (+$236)
GX diesel five-seat auto – $58,690 (+$436)
GX diesel seven-seat auto – $61,190 (+$1013)
GXL diesel manual – $61,490 (+$355)
GXL petrol auto – $63,190 (+$555)
GXL diesel auto – $64,190 (+$555)
VX petrol auto – $77,990 (+$1355)
VX diesel auto – $78,990 (+$1355)
Kakadu petrol auto – $91,590 (+$1455)
Kakadu diesel auto – $92,590 (+$1455)

MECHANICAL
>> Same proven package, with more polish
The five-door Prado wagon retains its rugged body-on-frame chassis design with long-travel, all-coil independent front and five-link live rear suspension systems.

Also unchanged are the 202kW/380Nm 4.0-litre DOHC V6 petrol engine, which drives through a five-speed automatic transmission with manual-shift function, and the 127kW/410Nm 3.0-litre four-cylinder turbo-diesel matched to either six-speed manual or five-speed auto transmissions – the latter standard in VX and Kakadu models.

Fuel consumption remains the same at 11.5L/100km (petrol) and 8.5L/100km (auto) and 8.8L/100km (manual) for the diesel, which accounts for 95 per cent of sales.

Both transmissions are matched to a full-time four-wheel drive system with two-speed transfer case and lockable Torsen centre LSD, while towing capacity remains 2500kg (less than rivals like the Holden Colorado 7).

The only mechanical changes are locally retuned steering and suspension systems, with revisions to the hydraulic rack-and-pinion steering system aimed at improving response and feel around centre to provide a better feeling of connection with the road.

There is also an improved version of the Australian-developed Kinetic Dynamic Suspension System (KDSS), which debuted in the 200 Series LandCruiser in 2007 and was fitted with electronic control for the new Prado in 2009.

It continues to disconnect the front and rear anti-roll bars when diagonal pitch is detected, allowing greater wheel articulation offroad while improving on-road handling, stability and ride comfort by enhancing roll control and front/rear weight transfer.

For 2014, local development testing has resulted in seven re-engineered KDSS components, including increased front-cylinder rod diameter and rear-cylinder piston diameter, plus a thicker front stabiliser bar and revised front bushes and stabiliser and KDSS brackets.

There is also an extra mode for the Multi-Terrain Select system (rock and dirt), in addition to rock, mogul, loose rock and mud/sand. All offroad controls are now grouped together on the centre stack and a new central MTS dial now also adjusts CRAWL control speed.

PACKAGING
>> Better third-row access
Seven-seat Prado models (all but the base GX) offer improved rear-seat by increasing the fold-forward function of the centre-row seat back from 34 to 46 degrees.

There are no other changes and a full-size spare wheel stays on the side-hinged tailgate.

SAFETY
>> New safety tech for all models, even more for top-sepcs
All Prados continue to come standard with traction andstability control, anti-lock brakes and seven airbags, including full-length curtain airbags in seven-seat models.

Also now standard across the range is the same trailer sway control system that debuted on the 200 Series LandCruiser in March this year. It detects trailer sway due to crosswinds, rough roads or sharp steering actions via the stability control’s yaw sensor and controls it via braking, illuminating an instrument warning and activating the brake lights.

While the base GX model gains a reversing camera, Kakadu models now also gain a blind-spot monitor operated by millimetre-wave radar, in addition to active cruise control and pre-crash safety systems. All automatic models come with Hill-start Assist Control and Downhill Assist Control.

However, as the nation’s most popular large SUV, it also outsells an array of seven-seat unibody (monocoque) crossovers like the Ford Territory, Holden Captiva 7, Nissan Pathfinder, Mazda CX-9, Hyundai Santa Fe, Kia Sorento and Toyota’s own Kluger.

There’s also Mitsubishi’s capable Pajero and, by virtue of the Prado’s broad pricing spread (from $56,000 to more than $95,000 on-road) seven-seat luxury SUVs like the BMW X5, Mercedes-Benz M-Class and Volvo XC90.

In fact, we snap up almost as many Prados every month as we do much smaller, cheaper crossovers like the Hyundai ix35, Mazda CX-5 and Toyota’s own RAV4.

After those three models, the Prado is the nation’s fourth most popular SUV overall this year and, despite a 15 per cent sales slide, retains a clear lead over the Territory, Captiva 7, Kluger and Grand Cherokee in the large SUV segment.

This is despite a base price that’s at least $10,000 higher than any of its direct competitors, and a near-$70,000 on-road price for the most popular GXL diesel auto variant.

Clearly, Prado remains the number one choice for people looking for a full-size seven-seat SUV that’s equally adept at fulfilling day-to-day family duties as it is the annual Outback trek, even if for many it remains just a dream.

Although some people might be put off by its bold new front-end styling, the latest Prado doesn’t mess with that winning formula. Indeed, a number of small mechanical and design changes should make it much easier to live with, both on the road and off.

More upmarket dashboard trinkets lift the look of the Prado interior considerably, though the mono-colour LCD screens and basic air-conditioning in the base model remain obvious indications of its fleet customer focus.

The redesigned rear seat makes a worthwhile difference to those getting in and out of the third-row seat, and although the lack of a spare wheel underneath affords a generous departure angle, its positioning on the side-hinged tailgate can make opening it a chore on sloping ground.

The two-way steering wheel adjustment (electric in VX and Kakadu) still lacks reach range and there’s still no one-touch lane-change indicator function.

A reversing camera for all models is long overdue and, given the number of Prados that tow, trailer sway control technology is another welcome addition across the range.

But just as blind-spot monitoring is now standard on the top-shelf Kakadu, upgrades to the extremely effective KDSS suspension system apply only to the two top model grades, which receive the heftiest price increases.

But all Prados are now vastly quieter and a serious of chassis upgrades delivers far more composed body control on rough roads without any detriment to the Prado’s famed ride quality.

Working hand in hand with this is a recalibrated hydraulic steering system that offers far better response and feedback around centre. This makes the Prado point with more precision, instilling more confidence in all conditions.

Yes, the same live rear axle and long-travel suspension that makes the Prado so well controlled on rutted, corrugated fire trails also makes it less composed than all of its monococque-chassis crossover rivals on sealed roads.

Over potholes and mid-corner bumps, there’s no escaping the fact this is a full-size, full-chassis offroader, and a mild rear-end slide in a particularly sharp hairpin in the Snowys caused us to question the effectiveness of its stability control system.

But with more ‘connected’ steering feel and less bodyroll and fore-aft pitch, the latest Prado doesn’t penalise ham-fisted drivers as harshly as before and requires less anticipation to drive smoothly.

If the Prado didn’t already offer the most accomplished ride/handling package of any body-on-frame SUV, it does now. The 2014 Prado is indeed the most car-like ever on the road, without any effect on its legendary offroad capability.

More modern petrol and diesel engine options would have been nice, but for the money no other SUV offers a wider breadth of ability.

So if you need your daily driver to be able to tackle the Simpson – and don’t mind the polarising new look and higher pricetag – the Prado now fits the bill even better.

But if you don’t, there are lots of SUVs out there that are far better suited to the school run.