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Feann Torr2 Sept 2015
REVIEW

Toyota Prado 2015 Review

Will a new diesel engine and six-speed auto be enough to keep Prado on top?
Review Type
Local Launch
Review Location
Tarago, NSW

Sssh! Can you hear that? Me neither. That's because the updated Prado's all-new turbo-diesel is a much quieter motor. It pumps out more power and torque through a new six-speed automatic transmission, making it more drivable. And it's uses less fuel now. Although that's where the meaningful changes end, the Prado is still as rugged and pragmatic as ever. Its objective: to cement its place as the best-selling large SUV in Australia.

If you had a strong desire to fulfil an adventurous dream and explore the path less travelled, the Toyota Prado was always a safe bet. With so many of them around – it has been Australia's top-selling SUV for the last 20 years after all – you can find spare parts in even the remotest regions of this wide, brown land.

But with a high-tech rival about to hit the scene, the similarly priced and impressively specified Ford Everest, not to mention more competitors on the horizon, can the Prado's dream run last?

Prices have gone up on some Prado models by $2000 (check out our Prado pricing story for a breakdown) but with a number of changes to the driveline and a smattering of new features, not to mention a strong reputation and a capped priced servicing at $220 a pop, the Prado is going to be a tough cookie to crack.

So what's new with the updated SUV? Visually, not a sausage. The Prado looks the same, inside and out.

The biggest change is the adoption of a new 2.8-liter four-cylinder turbo-diesel engine.

What's clear from our brief launch drive in NSW is that it's a big improvement on the previous model. Considerably quieter in operation thanks to improved sound damping in the engine bay (it's hard to tell it's a diesel unless you rev the bejesus out of it) the go-anywhere SUV has a more sophisticated, refined feel cruising around 60km/h urban zones. Even at 100km/h it's remarkably quiet.

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Indeed, the updated Prado is a smooth operator and for its size and weight – almost five metres in length and between 2290kg and 2435kg depending on the model – is easy to drive by way of light steering and predictable power.

The diesel now kicks out 130kW at 3400rpm and 450Nm of torque from 1600rpm in the automatic, a rise of 3kW and 40Nm. The manual versions get less torque at 420Nm, but Toyota isn't too worried because it reckons nine out of 10 buyers will choose the auto.

Despite the increase in torque and the adoption of an improved six-speed automatic – one more ratio than before – the car's significant mass results in sluggish overtaking. Even with the foot firmly planted the engine takes a long time to build up steam. It would have benefitted from another 50Nm of torque.

The big SUV can maintain acceleration ascending mild inclines at 100km/h but struggles to accelerate up hills. Throttle response is best described as languid, but this soft velocity control comes in handy exploring off-road. More on that later.

When the Ford Everest arrives in October with a more potent 143kW/470Nm engine, and a better 3000kg towing capacity, it will be interesting to see how customers respond. Toyota insists the Prado and Everest are not rivals, but buyers will be the true judges.

On level roads the Prado is fine, the engine ticking over at 1500rpm at 100km/h once the auto transmission finds sixth gear; the new gearbox is diligent as opposed to dynamic.

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But where the Prado shines is its cruising range. With a massive 150 litres of fuel, split into the 87-litre fuel tank and 63-litre sub tank, and claimed fuel consumption of 8.0L/100km in the auto (7.9L/100km in the manual) the Toyota's can venture far and wide, which is important when navigating remote locations

After a day of driving, on road and off, with around 70 per cent freeway driving, I averaged 11.3L/100km.

I didn’t get to drive the 4.0-litre V6 petrol (207kW/381Nm). The Japanese car-maker reckons that particular engine accounts for just one per cent of Prado sales in this country and is only kept around for posterity.

So there's a new diesel engine and gearbox, and both represent improvements, but Toyota's suspension boffins have not touched the chassis with this vehicle update.

Given the soft suspension the big SUV feels ponderous in fast, sweeping corners. Of course this is no race car and in terms of ride comfort the seven-seater delivers the goods, absorbing bumps in the road like a champion.

Although the gadgets and gizmos such as radar cruise control, heated seats, adjustable suspension and CRAWL control are nice touches on the range-topping $84,490 Kakadu model, the top-selling GXL variant priced at around $60K get the fundamentals right.

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The wagon is very roomy, with loads of space for front and rear passengers, although those in the second and especially third rows sit rather low, meaning taller passengers will have knees raised.

The boot is easy to access via the huge opening courtesy of the side-hinged tailgate, although there's no powered tailgate option, something the Ford Everest will offer. In total 742 litres of boot space is plenty – until the sixth and seventh seats are expanded, leaving only a small amount left.

It's disappointing to see that the interior design is completely unchanged, which gives cockpit a dated look even though it was updated in January last year. On the plus side, it's functional and the layout is uncomplicated.

Taking the Prado off-road was a thrill and reinforced just how capable this vehicle is. Sure, it can transport family and friends with ease, but few other SUVs are this easy to manage off-road.

With a full-size spare wheel on the tailgate, 220mm of ground clearance and an impressive 700mm wading depth, not to mention a savvy full-time 4WD system, the Prado feels predictable and confident on rocky, slippery, uneven surfaces.

The extra torque is also appreciated when ascending steep inclines, as is the locking centre diff and low-range option.

Pricing and Features
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The off-roading set will be interested to read about an approach angle of 32 degrees, departure and ramp-over angles are 25 and 22 degrees respectively. For everyone else it means the Prado can get in and out of some pretty extreme situations without annihilating its body panels and undercarriage.

I'd forgotten how much wheel articulation the Prado offers, which comes in handy when dropping into deep moguls. And the languid throttle response mentioned earlier is a boon off-road, ensuring the vehicle maintains a smooth velocity even when bouncing and listing dramatically.

The updated Toyota Prado gets a handful of new features, such as satellite-navigation as standard in GXL models, but the big changes include the adoption of the new six-speed automatic and the 2.8-litre oiler.

These upgrades don't change the car's utility in any meaningful way but they do make the stout SUV more appealing and appreciably quieter.

Despite no visible changes to the vehicle and little to get truly excited about, the more refined Prado is likely to remain the top choice in the large SUV segment for some time to come.

2015 Toyota Prado GXL diesel pricing and specifications:
Price: $59,990 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 130kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 211g/km (ADR Combined)
Safety rating: Five-star ANCAP

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
74/100
Engine, Drivetrain & Chassis
15/20
Price, Packaging & Practicality
16/20
Safety & Technology
15/20
Behind the Wheel
15/20
X-Factor
13/20
Pros
  • Refined driveline
  • Pragmatic interior
  • Off-road capability
Cons
  • It looks the same
  • It's more expensive
  • Lacklustre diesel performance
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