Written and Reviewed by Craig Seckerson

Toyota Land Cruiser Prado VX Review: Is it still an Australia’s go-anywhere rig?

My long-awaited drive of the new Toyota Land Cruiser Prado VX has arrived, I collect the keys at 9am determined to fully maximise every minute behind the wheel. I have already seen plenty of the new Prados on the road and they look exceptionally good, Toyota’s reputation in Australia is second to none, synonymous with being rugged and dependable, similar to the country and folks down under. I have appreciated and admired the new Prado from afar, but today it is my turn to get up close and personal with Toyota’s second largest SUV on offer today, sitting just behind the Land Cruiser 300 Series in the lineup.

Having said that, when comparing the VX Prado with the VX 300 Series, the dimensions are remarkably similar mainly due to sharing the same TNGA-F platform, the only real difference being height, with the 300 Series standing just 20mm taller.

First impressions do not disappoint, it is a big vehicle, I am accustomed to driving larger cars and this is right up there in stature. Sliding into the driver’s seat for the first time, and I am instantly cosseted and indulged by the luxury feel of the perforated leather seats complete with heating and cooling functionality, from the outset the cabin exudes a strong sense of refinement. I feel safe and cocooned behind the wheel, ergonomics in full flow with everything the driver needs within touching distance, the large centre console and leather clad armrest feel substantial and well finished, not to mention the armrest doubles up as a handy cool box. 

One of the first things I notice when driving is just how close the windscreen feels and how upright it is. The rake is shallow, with little dashboard stretching out in front of you, offering great visibility and a clear view of the bonnet line, which seems to extend endlessly ahead. Despite the luxury ambiance, there is a distinct utilitarian almost military inspired feel too the Prado, but not in a negative way, it conveys a feeling of strength and purpose, despite the doors sounding a little tinny when closing there is a sense that this vehicle is ready to go anywhere with you and get you home safe, I really do love my first impression.

The 12.3” touchscreen infotainment system is excellent, it’s highly intuitive and the Apple CarPlay was effortless to set up. Connectivity is handled mainly via Bluetooth, with 6x USB-C charging points located throughout the vehicle and a  single HDMI under the infotainment system.

I like the fact that the Prado still has control buttons, I know some manufacturers have moved the controls over to the touch screen, but I find it hard to change these on screen while driving and it takes more concentration than a switch. Having said that, I don’t know what Toyota were thinking with the volume knob, yes, I love that there is an independent volume knob, but could they have located further away from the sound system and it in a more difficult position?

Ergonomics are all great, with everything in easy reach of the driver. The Prado VX model features a 14-speaker JBL premium audio system. Now, I love JBL and I personally own speakers and earphones manufactured by JBL, however, I could not get the rich and immersive sound I would expect from this manufacturer.

Don’t get me wrong, the audio quality was good, but it falls well short of being excellent. The soundstage feels overly front-biased, as soon as you faded into the rear you would hear a distinct reduction in volume and a significant drop in bass. I know this is just nitpicking, but I love the sound quality from my own Harmon Kardon car speakers, and I would have expected the newer JBLs to be on par or exceed older speaker systems, but they simply didn’t.

Starting the Prado, the engine initially feels a little noisy for a vehicle costing around $95,000 AUD on the road ($68K USD), I would have expected more substantial sound deadening in the engine bay to better align with the premium feel that the interior exudes. Maybe Toyota has purposely reduced this so not to take the premium focus off the 300 Series and ensure there is a distinct difference. That said, once the engine warms up the noise becomes less intrusive, unless of course it is asked to work hard.

The engine itself is a 2.8L turbo diesel producing 150kW at around 3-3400rpm with max torque at 500Nm available below 2800rpm, and this is evident as you can feel the low-down torque delivery. I am accustomed to driving large luxury SUVs that are primarily road‑focused but still capable off‑road. From this first drive, it’s clear Toyota has given the Prado a more workhorse‑like character and as I noted above this is probably to differentiate between the two LandCruiser siblings.

Looking under the hood/bonnet, I was disappointed to only find a stay arm and not gas struts that I have been accustomed to seeing on larger 4×4 vehicles, I have friends with lower spec models of the old Prado and they all have gas struts as standard. Is this a cost saving from Toyota or to differentiate it from the more luxurious 300 Series?

Let me explain further, the Prado moves when it must and always has power on tap, it is just delivered in a different way to the one I am used to. This works well when nipping around town and off-road, but on single carriageway roads, particularly when overtaking (especially Road Trains), I find myself hesitating and shying away from overtaking.

Whereas, in a slightly more powerful vehicle I wouldn’t think twice before making the manoeuvre. At low speeds the Prado feels like it is lacking that little extra punch and there is definitely a momentary pause while the Prado decides to do what you ask of it. It is a perfectly competent vehicle on the road, but from where I am sitting, I think the power is lacking and could benefit from a slight remap or given more power from factory, this will improve take‑off from traffic lights, acceleration onto roundabouts and overtaking, helping to inspire greater confidence in the vehicle.

I believe much comes down to the four-cylinder engine which is shared with the Toyota Hilux, there is nothing inherently wrong with the engine, but for a vehicle costing around $95K AUD on the road ($68K USD) for the VX, I would like to see a 6-cylinder diesel or a petrol variant offered in Australia. The US‑market Prado (250 Series), with its 2.4‑litre four‑cylinder turbocharged petrol hybrid engine producing 326 hp and 630 Nm of torque, sounds particularly appealing. There’s also the Lexus GX550, which shares the same platform and comes with a 3.4‑litre twin‑turbo V6. That combination sounds exceptional, although reports suggest fuel economy isn’t its strong point, still, I wouldn’t mind giving either of them a go. 

Driving around town, the Prado feels composed and its road presence is exceptional, despite its size, visibility is excellent and the turning circle very manageable, which helps defy the Prado’s large footprint. However, negotiating junctions and roundabouts does require a little extra thought due to the modest acceleration. Switching from Eco to Normal mode does improve this slightly, but not enough to feel like a transformative change.

There are five drive modes available, they include ECO, Comfort, Normal, Sport S and Sport + S in addition to a custom option, I experimented with most of them and noticed subtle differences between each. For general on‑road driving, Eco and Normal were my preferred choices, that was until I got up into the hills, where the road tightens up and includes several hairpin bends.

Here, Sport+ S came into its own, it stiffens the suspension and, more importantly, sharpens the steering, providing far more feedback as you guide this 2,570 kg vehicle from corner to corner. The only downside I felt in Sport+ S mode is the way it holds onto gears for too long, it often felt like the Prado was working harder than necessary.

If I owned the vehicle or spent more time with it, I would set up a Custom drive mode that mirrors Sport+ S for suspension and steering, paired with the Normal gearbox settings. There is a selection of off‑road drive modes also available, which I will cover later in the review. Fuel economy from the Prado’s 2.8L turbo-diesel with 48V tech mild-hybrid system is claimed at 7.6L/100km combined, whereas I achieved 9.7L/100km probably due to my mixed driving environments and off-road session, I have no doubt this figure would improve significantly with additional highway kilometres.

I am happy to report the gearbox is arguably a highlight of the Prado, the 8-speed automatic does an excellent job masking the lack of power from the engine, remaining quick to respond and always eager to kick down when extra performance is needed. It is outstandingly smooth in its operation, Toyota have done an exceptional job with this gearbox, although I can’t help but wonder how impressive it would feel if it were paired with a more powerful engine.

One of my biggest frustrations with modern cars is the constant barrage of driver‑assist alerts, especially when they either can’t be turned off or insist on resetting every time you stop and restart the car. In many new vehicles, it feels almost impossible to stay aware of your surroundings, glancing at a mirror or momentarily take your eyes off the road to look in a blind spot and an alarm immediately sounds.

Before long, I find myself becoming habituated to the alarms, dings and chimes, tuning them out entirely after a week of driving. I am pleased to say the Prado is refreshingly different and Toyota have balanced them well. The driver‑assist systems are genuinely well judged, allowing you to take in your surroundings and check your mirrors without any unnecessary interruptions. The alerts themselves are polite and unobtrusive, I found myself actually taking notice when they do activate, precisely because they are not alarming every two minutes. Well done, Toyota you have definitely found the right balance.

Another great safety feature is the speed indicator, while this feature was not as accurate as other new cars I have tested, it was a greatly appreciated addition. I particularly liked the additional speed indicator that pops up if there is a timed-based speed restriction, such as near a school zone, it wasn’t as sophisticated as knowing what the restricted times were, but a speed indicator flashed up with a little clock next to it, making you aware there were various speed limits at different time on the stretch of road.

Granted, it is only a small thing, but in my experience it is these little things add up, and thoughtful touches like the speed indicator help reduce some of the stresses associated with driving today and makes it a little more pleasurable.

Talk about reducing the stresses and fatigue of driving, the Prado VX delivers with Toyota’s Proactive Driving Assist (PDA) feature. After spending time getting familiar with this automated system, it becomes clear that when used in the right conditions, it is a genuinely impressive addition. In essence, the PDA drives the car for you requiring only occasional input from the driver. It does take some time to build trust in the technology and understand the limitations, but once you do, the benefits are undeniable. During testing the Prado maintained a safe following distance to the car in front, stayed neatly centred in the lane and even steered smoothly through gentle bends, all without driver intervention.

Out on the open road, the systems performed flawlessly, I remained attentive and ready to take over at any moment, but it never missed a beat, the only hiccup being when I forgot to activate it. One aspect I felt was slightly unnatural was its braking behaviour at highway speeds. When the vehicle ahead slowed, the PDA applied the brakes to reduce speed, whereas a seasoned driver might instead rely on engine braking and smoother deceleration without touching the brakes.

That minor point aside, the PDA is a valuable addition and one that shows real promise. I didn’t have the opportunity to test the system in heavy traffic, so its effectiveness in that environment remains to be seen, but the potential benefits are clear.

Beyond its suite of driver aids and inherent sense of security, I am pleased to confirm that the Prado’s credentials are reinforced by its outstanding five-star ANCAP safety rating. Research shows it performed strongly across all key areas, with adult occupant protection rated at 85%, child occupant protection 89%, safety-assist systems received an 82% rating and even outside of the vehicle, vulnerable road user protection achieved 84%. Altogether, the Prado proves to be every bit as safe as it feels.

I firmly believe that the colour can make or break the car’s overall aesthetics, regardless of how much effort and hard work the designers have put in. I am pleased to say that the white pearlescent paint (Frosted White, an optional premium paint finish at $675 AUD) looks stunning and really shows off the squared lines and boxy proportions the designers were aiming for. From a distance it appears as a simple white, but up close in full sunlight it reveals a subtle sparkle that reminds me of a metal-flake paint job on a 1960’s hot-rod. It looks so good, I would seriously consider Frosted White premium paint option if I were to personally order the new Prado.

The next section will strike a chord with many Adventure Rigs Magazine readers, the third row of seats. To properly assess it, I asked my son to spend just over an hour travelling in the far rear seats and report back on his experience, his feedback was generally positive, with a few important caveats. He stands around 5 foot 11 inches, his main observation was that anyone over 5 foot 8 inches is unlikely to find the third row particularly comfortable.

The issue isn’t really leg room but foot space, there is simply nowhere to put your feet if they are a men’s US size 9 or larger, a couple of foot spaces cut into the rear of the second-row seats would have made a noticeable difference, improving comfort and accommodating taller passengers.

On the plus side, there are decent cup holders on each side and a charging port for phones and tablets. The seats and headrests are comfortable and there is plenty of window area, so you don’t feel claustrophobic as I have experienced with some other cars that have the black roof lining. You can also see clearly out of the front screen which also helps with third row travel.

Unfortunately, this brings me to what I consider a major issue with the Prado, the third-row seats cannot be removed or folded flat into the floor. Because the full-size spare wheel and the mild-hybrid battery are housed underneath, the cargo floor (back of the third-row seats) ends up sitting roughly 200mm higher than the boot lip. As a result, lifting heavy bags into the Prado is no small task, and the extra height definitely takes some getting used to.

To make matters worse, Toyota supply a flimsy plastic storage box in the space before the third row, it looks awful, feels cheap and the lid is pretty much useless. If this storage box is meant to be a permanent feature, I would expect something much more robust, particularly given that it sits right at the entrance to the trunk, there is no doubt it is going to take a beating. In its current form, I would give it six months before it breaks, especially if kids or a dog is involved in the equation.

On a positive note, the 240V outlet in the trunk area is a welcome addition, this certainly helps when travelling with a portable fridge or another household appliance that you may require while on your adventure or weekend away. I really like the addition of the opening glass section in the tailgate, it is a clever feature that makes loading smaller items into the trunk far quicker, without having to wait for the electric tailgate to fully open. It is a simple solution that makes living with the Prado so much more enjoyable.

After completing some research, I discovered that it is possible to have the third-row seats professionally removed and a false floor installed, I asked Troy at the newly named The 4×4 Store (formally Fit My 4WD) about the Prado third row, and he recommends falsefloors.com.au as the ideal solution. The professional installers will render all the sensors safe and ensure your warranty is kept intact. However, once the seats are removed, you lose the ability to use the third row entirely, and any flexibility associated with the extra row, so total removal defeats the purpose of buying a seven-seater in the first place.

Fold away third row seats are hardly a new technology, I remember the launch of the Vauxhall Zafira with its revolutionary Flex7® seating system being introduced in 1999, that was 27 years ago, I also have a 15-year-old Hyundai Santa Fe in the family and even that has a third row of seats that fold flat into the floor, that are pretty comfortable. This feels like a missed opportunity, especially for what I would assume is Toyota’s target market, adventurous families with kids, one or two dogs, and the need for adaptable storage and seating options during weekend trips and touring holidays.

One final point worth mentioning is the luggage cover. It’s not immediately obvious where you’re supposed to store it if you suddenly need to use the third row. It gets in the way when raising the seats, there is no clear storage location, and putting it back in its original position could turn it into an impact hazard in the event of a collision. I will need to dig into this further, as I am sure Toyota has considered it, but due to its size, it certainly wasn’t clear to me where it should be stowed.

With my little rant regarding the third-row seats out of the way, it was time to get on to the fun stuff. I headed down to a lovely part of South Australia called McLaren Vale (one of the best wine regions in the world), to visit a friend who owns a sizeable property and an extremely capable 100 Series LandCruiser, I joke a little here, but I really don’t think there is anywhere in Australia his 100 Series hasn’t ventured and made it safely home again.

So naturally, we decided it was the perfect place to put the Prado through its paces on some reasonably challenging terrain that the 100 Series calls home. So, I initially followed him and drove to the top of his property using the standard on-road driving modes. It may have been a little more challenging if the ground were wet, but conditions were extremely dry and the Prado didn’t miss a beat.

With 221 mm of ground clearance, the Prado VX is extremely well set up for this kind of environment. Several obstacles are scattered across the property, and thanks to excellent visibility and the amazingly clear and comprehensive camera system, including the side cam and the full sweeping 360 mode (video of this can be seen at the end of the review), I was able either to navigate around them or drive straight over them in between the tyre tracks.

The Prado has a 32° approach angle and a less impressive 17° departure angle, even so, as the photos show I put it to the test and the Prado performed exceptionally well. It felt very much at home off-roading, at no point did it feel out of its comfort zone or give me that dreaded feeling that it would let me down and get stranded.

At the bottom of a dried-up dam, we turned left and looked up at a steep incline, yes, and that was the way out. Wanting to find the vehicle’s limits, I selected low range, switched to the off-road drive mode, and selected Auto, trusting that the car would know the terrain and its capability better than I would.

At this point I really didn’t think the Prado was going to make it, but I should have more faith in the Toyota engineers, I lined it up, gently squeezed the throttle and drove straight up with no fuss. The photos really don’t do the incline justice, but trust me it’s steep, long, and littered with ruts and loose rocks.

The Prado took it quite comfortably in its stride, requiring little effort and no intervention from me with the off-road drive mode selection. Now, what I need to point out here that makes this feat an even more remarkable achievement, the standard vehicle sits on Yokohama Geolandar X-CV tyres, a premium all-season touring tyre designed for modern luxury SUVs focusing on handling and comfort, not off-road driving.

So good was the traction that at no point did I need to lock the diff, proving there are many levels to the Prado’s off-road capability. I can safely say that from my short time driving the Prado off-road, it is an extremely accomplished machine, minor upgrades like a set of off-road tyres with a slightly bigger side wall would only increase its capabilities further. I didn’t get a chance to test it in mud or water, but judging by what we have seen so far, I really don’t think there is anything to be concerned about.

One tiny observation from driving the Prado, and I really am nit-picking here, is the floor mats. I found that using them day to day they shifted underfoot and moved around the footwell. This was particularly prevalent in the second-row seats with kids getting in and out, the mats were soon under the front seats and all rucked up. As mentioned, this is only a small issue, but one I would like to highlight as it would be a pain to live with.

Please don’t get me wrong, I think the new Toyota LandCruiser Prado VX is an extremely good SUV. Externally it offers everything I would want in an off-road SUV, its big, bold and looks undeniably purposeful. The interior mirrors this well, with its suitably utilitarian driving position that makes it a great place from which to command your Prado.

Yet, from the first time I saw one in person, I really wanted to love this car even more than I do. So, putting aside the slightly underpowered engine, the issue with the third-row seat option and the JBL sound system, after driving one for an extended period, I can safely say there are so many positives to owning one.

From the kilometres I racked up on sealed tarmac, unsealed roads and the small amount of off-road driving I managed, there is no doubt in my mind that the Prado is an accomplished all-rounder and feels quite at home in the corporate carpark or in the middle of Woop Woop. In addition, Toyota’s reputation for rock-solid reliability and strong resale values holds true, making the Prado a sensible long-term proposition.

That said, and bringing the misgivings to the forefront, it really is the lack of power on the road that gives me the biggest concern for my own requirements and would make me think twice before parting with my own hard‑earned cash. The inflexible seven-seat configuration is another drawback, although I am reaching a stage in life where a five-seater makes far more sense anyway.

If you are reading this in the United States, you won’t face the same on-road performance concerns. The US-market LandCruiser Prado receives a 326 hp 2.4‑litre turbo‑petrol hybrid powertrain, delivering around 125 hp more than the Australian version. In contrast, the land down under gets the 2.8‑litre diesel, which trades outright power for an additional 800 kg of towing capacity. In short, Toyota has prioritised horsepower and on-road performance for the US market, while the Australian Prado focuses on torque, durability, and the demands of towing and off-road use.

I would genuinely love the opportunity to drive the US petrol‑hybrid back-to-back with the Australian diesel, as I suspect the US-spec Prado may better suit my personal needs and provide the perfect car for me. Overall, the Prado remains a great SUV, a pleasant car to drive around town, it soaks up the ruts and undulations on outback dirt-roads and proves to be a highly capable off-road machine. Therefore, from where I am sitting, the Toyota LandCruiser Prado VX really does remain one of Australia’s go-anywhere greats. I am confident you won’t be disappointed if you choose to buy one, just make sure you do your homework thoroughly to ensure you can live with its little foibles.

As tested RRP – (plus on-road costs, state/territory government fees, taxes, and delivery costs):

Toyota Land Cruiser Prado VX: $88,100 AUD RRP ($62,800 USD)

Frosted White (premium paint): $675 AUD RRP ($490.00 USD)

On-road tow kit: $297.04 AUD RRP estimated fitted ($220.00 USD)

Towball: $43.24 AUD RRP estimated fitted ($31.00 USD)

Electronic brake controller: $242.50 AUD RRP estimated fitted ($175.00 USD)

Wiring kit (brake controller harness): $549.09 AUD RRP estimated fitted ($395.00 USD)

TOTAL: $89,906.87 AUD RRP ($64,078.00 USD)

2026 LandCruiser Prado lineup driveaway pricing:

GX –  $78,668.00 AUD ($56,100.00 USD)

GXL – $87,051.00 AUD ($62,100.00 USD)

VX – $94,757.00 AUD ($67,600.00 USD)

Altitude – $100,269.00 AUD ($71,500.00 USD)

Kakadu – $107,851.00 AUD ($76,900.00 USD)

Prices correct when going to press and based on Jarvis Toyota,  Somerton Park, SA 5044 (Please note actual driveaway price may differ based on your delivery location, applicable statutory charges/taxes, and CTP requirements etc. in your state/territory.)