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Philip Lord28 Apr 2018
REVIEW

Toyota LandCruiser Prado 2018 Tow Test

The MY18 Toyota LandCruiser Prado auto can now tow 500kg more than before, but can it handle the extra weight?
Model Tested
Toyota LandCruiser Prado GXL
Review Type
Tow Test
Built to tow

With a 2500kg towing capacity, the Toyota LandCruiser Prado was the odd one out in a category where 3000kg has become the norm. Caravan manufacturers would even advertise their vans as being ‘LandCruiser Prado friendly’.

The problem has been that to get all the gear people want in a larger, luxury caravan, (and some boats) they soon weigh closer to 3000kg all up. Not very friendly for LandCruiser Prados at all.

Yet as part of a MY18 update late last year, Toyota bumped up the towing capacity  for automatic LandCruiser Prado to 3000kg (LandCruiser Prado manual remains at 2500kg).

The LandCruiser Prado update late last year also saw a re-styled front end, new tail lights, a new dash and new safety and driver-assist equipment. A pre-collision safety system (PCS) with autonomous emergency braking and pedestrian detection, active cruise control (ACC), lane departure alert and auto high beam were added to all MY18 LandCruiser Prados (before PCS and ACC were only available on the premium model, the LandCruiser Prado Kakadu).

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New nose job

The front-end cosmetic surgery included a new bonnet and front guards that angle down more, which Toyota claims improves forward vision at close quarters.

A new grille, headlights and bumper capped off the changes, The new bumper improves the LandCruiser Prado’s approach angle, now 30.4 degrees (down from 32.0 degrees).

At the rear, the obvious change is the new, bolder taillights but only trainspotters will note the MY18’s smaller garnish within the number-plate surround.

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More standard gear

The standard equipment list has been given a lift across most of the MY18 Toyota LandCruiser Prado range, with the LandCruiser Prado GXL we’re testing here now equipped with a rear diff lock, Optitron instrument backlighting, colour multi-information display, Bi-LED head lights, LED DRLs with 'follow me' function, LED fog lights and sun-visor lights.

There’s a new $3500 Premium Interior option for the LandCruiser Prado GXL, which includes leather trim, power-operated, ventilated and heated front seats and heated second-row seats.

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Toyota is well known for asking a premium for its products, but the MY18 has seen a price haircut across the range from $1200 off the GXL auto (now $62,990, plus on-road costs) to $600 off the GX manual (now $59,990, plus on-road costs).

The LandCruiser Prado GXL auto we tested was fitted with the optional Premium Interior ($3500) and Premium Paint ($550), towbar and wiring ($811, including fitting) making for a $67,851 total (plus on-road costs).

The LandCruiser Prado’s 500kg towing capacity increase to a 3000kg maximum (with 300kg maximum towball download) finally matches the towing capacity of the Ford Everest, Holden Trailblazer, Isuzu MU-X and Mitsubishi Pajero Sport.

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Engineering changes

Toyota says that significant updates were made to the powertrain management ECUs so that the powertrain could cope with increased towing loads.

Toyota says that the manual variants missed out on the upgrade due to “ ...finite engineering resources, and the requirement for substantial real-world validation and engineering. As such, the focus for the increased towing capacity upgrade was the volume selling automatic model.”

The front-end tweaks also netted a cooling improvement, due to the revised air intakes.

Evaluation and real-world testing for the upgrade were done in Australia.

Like all its competitors the LandCruiser Prado has a seperate chassis,  there’s more of a step up to get into the Toyota. The climb is worth it though, with a commanding vision to the front and sides. Rear vision is quite poor, mostly because of the LandCruiser Prado’s tailgate-mounted spare wheel partially blocking the view out of the rear window.

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Big on the inside

The LandCruiser Prado is nothing like its early forebears except for its upright two-box silhouette, which allows plenty of room to move inside.

Seats are supportive and comfortable in the first two rows  but the third row is only workable for the kids. Teens and adults will find the seat base close to the floor, which puts them in a knees up position and there’s not much foot room either.

When the 50:50-split third row seats backs are dropped down the cargo area is large, squared off and with an almost-flat loading floor.

The tailgate is one obvious sign that the LandCruiser Prado is showing its age. The side-opening tailgate is heavy and awkward to operate and the spare wheel not only adds to overall length but is no fun to remove if you get a flat tyre.

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No mechanical changes

There are no mechanical changes for the 2018 Toyota LandCruiser Prado (except that the V6 petrol engine is no longer offered), and the 2.8-litre turbo-diesel engine is unchanged.

It’s not a noisy diesel, and while it’s smooth it doesn’t like to rev beyond 3800rpm (redline is at 4400rpm). That’s not really what diesels are about (some free-revving Euro diesels not withstanding); it’s in the thick of the 450Nm mid-range torque band that the LandCruiser Prado is most willing.

The six-speed auto is more workman-like than wonderful in terms of gearshifts (it’ll occasionally clunk into gear). Both fifth and six gears are overdrives.

A tall-bodied separate-chassis 4WD wagon with a live rear axle isn’t the makings of a great handling vehicle. The LandCruiser Prado is the least precise through the corners but is arguable the most lush-riding; you really notice that on a badly pock-marked road that the LandCruiser Prado blots out the worst of it.

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Towing time

We towed a top-of-the-line fibreglass Northbank 750HT on a Dunbier tandem-axle trailer from GRP Marine in Blacktown NSW and then and a JB Dirt Road Xtreme from RV Connection in St Marys, NSW. The trailerboat weighed 2500kg with 180kg towball download while the JB tipped the scales at 2800kg as tested with a 200kg towball download.

While hitching up the boat and van, it becomes obvious that not all reversing cameras are created equal. Because the camera is mounted on the spare wheel carrier cover, it’s too far proud of the back of the vehicle to get the towball in the frame. Just relying on the centre marker of the overlay graphic on the reversing screen doesn’t quite work either – it doesn’t line up with the towball.

The LandCruiser Prado didn’t point its nose to the sky with the van hitched up. The front went up only 16mm, while rear sag was 42mm. The rear figure is quite high but perhaps the rear springs are relatively soft (and the LandCruiser Prado sits quite high at the back when unladen). In any case, the weight taken off the front wheels would appear to be relatively low.

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The LandCruiser Prado isn’t a natural towing vehicle in the way that, for example, the Isuzu MU-X is. The combination reacts to small steering inputs at 100km/h with a tail wag from the trailer.

You can put it down to an individual vehicle/van combination, but we towed with the trailerboat and two different caravans. A weight distribution hitch or an anti-sway friction device would be a good investment when towing wth the LandCruiser Prado.

The thing that doesn’t change when towing with the LandCruiser Prado is its ride quality. There’s no bobbing about or a jittery ride that you notice with other vehicles with a trailer behind them.

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A matter of gearing

It’s not a good idea to tow a big heavy trailer with the transmission in an overdrive gear - it puts too much strain on the transmission that can lead to the transmission overheating.

With both fifth and sixth gears overdrives, you’re left with the 1:1 fourth gear. At 100km/h, the engine is revving at 2600rpm in fourth gear.

We let the transmission slide into top gear on the downhill runs (which should not hurt the transmission), but even then the LandCruiser Prado was quite thirsty. We averaged 15.5L/100km on an easy freeway run, but later on with a few hill climbs and stop-start for photography, the average consumption was 21.4L/100km.

At least you have a 150-litre fuel capacity, so the LandCruiser Prado will tow for at least 650km (with a 50km safety margin) even at the thirstiest average we achieved before you’ll need to re-fuel.

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Towing performance

As you’d expect, a 2800kg van behind the LandCruiser Prado makes it not as eager to climb hills. Starting at 90km/h on our test hill, the LandCruiser Prado was down to 70km/h at full throttle at the top.

Engine braking is pretty good, the LandCruiser Prado rolling at 72km/h at the bottom of the hill after a 70km/h start speed at the top.

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Built for the long haul

The LandCruiser Prado does cope with its higher towing capacity but it is not a natural when it comes to lugging heavy trailers behind it. It can get thirsty and like a few of its competitors, it will feel more secure towing with a WDH. Yet when touring the LandCruiser Prado gives a lush ride whether towing or not and its fuel capacity dissolves any range anxiety out in the back blocks.

How much does the Toyota LandCruiser Prado GXL cost?

Price: $67,851 (as tested, 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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Written byPhilip Lord
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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
71/100
Engine, Drivetrain & Chassis
14/20
Price, Packaging & Practicality
15/20
Safety & Technology
16/20
Behind The Wheel
13/20
X-Factor
13/20
Pros
  • Comfortable ride
  • Fuel range
  • Quiet, smooth engine
Cons
  • Towing performance
  • Towing fuel consumption
  • Rear-view camera
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