Toyota Prado 2011 Views

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New Toyota Prado 2011 Review

Paul Gover road tests and reviews the new Toyota Prado at its Australian launch

The middle child of the Toyota SUV family is new again.  The Prado has had a complete workover in almost every area, from the chassis and body up through the V6 petrol engine and the camera protection systems.

It's now more luxurious than ever for suburban work and tougher and more flexible for off-road use. As you would expect with a seven-year gap between model changes.

Toyota Australia claims everything from improved fuel economy to better value and improved refinement, but it all comes at a cost.  The new Prado has put on at least 150 kilograms from the previous model and the starting price is up by more than $4000 to $55,990. In fact, only two of 14 Prado models now hit below the Luxury Car Tax threshold and the top-line seven-seater Kakadu turbodiesel auto costs a whopping $88,990.  But more than 1500 people have placed orders and Toyota is expecting to have trouble satisfying early demand. 

The fourth-generation Prado is longer, wider but lower than its predecessor and, for the first time, there is a three-door model. But it's not a stripped-out bush-basher, coming with the seven airbags, ESP stability control, airconditioning, cruise control, smart-start system, alloy wheels, USB input and Bluetooth, and power steering that is standard on all models.

"We wanted comfort and peace of mind, anytime and anywhere," says Prado's chief engineer, Makoto Arimoto, speaking at the Australian press preview in Orange over the weekend.  The range runs from the basic GX through GXL and VX to Kakadu, which even gets a standard sunroof and leather trim.

The Prado is available as either a five or seven-seater and Toyota has tweaked the cabin with a sliding second-row seat in the five-door models. There is also an electrically-operated third-row system in the luxury cars.

Like every new model from Toyota there are hundreds of changes and updates in the suspension and engines and electronics and entertainment systems, and it's all important stuff.   But the styling is . . . questionable. The basic body is basically bland and the final finishing, particularly the grille, is overpowering.  So it's a good thing that around 50 per cent of Prado buyers add a bullbar.

Driving

The new Prado is everything you expect, and more. It is just plain phenomenal in the bush, where the latest range of driver aids - but particularly the 'Crawl' system and driver-selectable multi-terrain package - mean it can practically drive itself. You only have to steer as it walks up and down the toughest terrain.  There are also cameras to check obstacles anywhere around the Prado, provided you pay enough to get the right package, and the transmission has the low-range setting and differential locks you need for serious stuff.

Pay enough and you can also have height-adjustable suspension, an extra diff lock and the multi-terrain deal which means you choose the sort of conditions - from sand through to rocks - and let the electronic brains decide the best settings for fuss-free travel.  Get back on the bitumen and the suspension feels more plush, there is more 'stuff' to enjoy, and the cabin is a little more roomy and significantly more practical.

The latest V6 has definitely got more go that you can feel for more of the time, even if less than 20 per cent of Prado buyers go for petrol power. But the turbodiesel does not cope as well with the extra weight in the new car and overtaking performance is fairly ordinary, with relatively leisurely acceleration from standstill.

So the biggest question on the new Prado is the price. More than $55,000 for a starter car is a lot of cash for any SUV buyer, and the top-end stickers are right in the luxury car class. It's a good thing, but is it that good?

Toyota Prado

Price: From $55,990
ANCAP safety score: Not tested
Safety equipment: seven airbags, ESP, traction control, anti-skid brakes with brakeforce distribution Fuel economy: from 8.3L/100km
Emissions: Not available
Body: 3-door wagon, 5-door wagon
Seats: five, seven
Engines: 3.9-litre V6, 3-litre four-cylinder turbodiesel
Power: 202kW/5600revs, 127kW/3400revs
Torque: 391Nm/4400 revs, 410Nm/1600-2800 revs
Transmission: Six-speed manual, five-speed automatic, constant switchable all-wheel drive

Latest 2010 Toyota Prado GXL V6 Manual Road Test Review

ALTHOUGH IT'S THE BABY brother to the 200-Series Landcruiser, there’s no escaping the fact that the new Prado feels massive.
Behind the wheel, the overwhelming sensation is one of size. Its footprint isn’t especially huge, but the Prado’s corners feel distant from the driver’s seat – no surprise, considering the new model is longer and wider than the one it replaces.
You sit high up in the Prado, and the large windscreen and side glass give a commanding view of what’s around you.
Still, smaller cars can disappear when next to the Prado, and the silhouette of the door-mounted spare obscures much of the driver’s rearward vision. A good thing then that a reversing camera is standard on all models bar the GX.

Outward visibility may not be great for suburban school runs, but the interior is spacious, comfortable and well laid-out.
The tall centre stack places the climate-control buttons a hand-span away from the steering wheel, the gear shifter is comfortably placed and the tilt/reach adjustable steering wheel is a plus. The front seats are comfortable, although the beige velour upholstery may not be to everyone’s taste.
The second row seats slide on their own set of rails and feature adjustable backrest tilt, but the centre position is narrow and best suited to smaller children. Legroom is at least generous.
The third-row seats are best reserved for small adults and children. Better yet, keep them stowed away. When raised the third row seats dramatically cut luggage room, leaving a space comparable to that offered by a small hatchback.

The Drive

Once underway, the Prado gives the impression that it's out of its element on suburban tarmac.
Its truck-like steering ratio, heavy and notchy gear lever, slow throttle mapping and soft suspension suggest that the Prado is better suited to off-road excursions than asphalt, and the consensus is that yes, it is.
The five-link coil-sprung live rear axle is great for wheel articulation on rough tracks, but not as skilled at dispatching lumpy tarmac at speed. The Prado’s soft damping produces a comfortable ride over rocky paths, but produces a wallowy, roll-happy ride on urban roads.

And so it goes on: the agricultural gearshift is a result of the manual transmission’s toughness, the throttle mapping is there to improve off-road driveability and the slow, heavily assisted steering rack exists for much the same reason.
The Prado’s suite of electronic traction aids helps it venture even further from the beaten track, and the Landcruiser’s smaller sibling is by no means less capable in the bush. Indeed, its smaller size makes it easier to thread between obstacles.
On the road, though, is where most privately-bought Prados spend their time, and it is in this environment that it’s not so impressive.
The 4.0 litre 1GR-FE petrol V6 is a tractable engine, but it doesn’t like to be pushed hard and its noisy belt-driven fan produces a Hoover-like howl at mid to high rpms.

With 202kW and 381Nm on tap, the V6 is not exactly wanting for power or torque. However, having to lug the Prado’s substantial 2220kg kerb weight blunts its performance, and progress is never swift.
The six-speed manual gearbox that was fitted to our tester didn’t like to be hurried through gears either, and it took a while to learn how to change gears without crunching the lever through the gate.
The five-speed automatic would be a better proposition for around-town driving, and perversely it’s also the transmission that yields better fuel economy. Toyota claims the petrol automatic consumes 11.5 l/100km on the combined cycle, while 13.0 l/100km is claimed for the manual-equipped GXL petrol.
Our testing saw an average of 13.8 l/100km over an even mix of urban and highway driving, showing that the manual-equipped petrol Prado is a thirsty animal indeed. In the face of such numbers, the diesel would be a wiser choice.