Reacquainting with Prado VX-R reminds us what’s true
Reacquainting with Prado VX-L reminds us what’s true
Since we last had a shot at its more off-road VX-L sibling, it seems every man and his dog… Wait we can’t say that… they eat dogs. Well, every incumbent Chinaman and his crispy fresh car range, is taking a shot at the likes of the purely pedigreed Toyota Land Cruiser Prado.
Satisfy a wannabe market they may well do, but those pretenders have a hell of a long way to go, if they’re ever really going to catch up. Not that any of those will ever make any difference to this car, but it was good to be reacquainted with the real thing, and truth be told, warts and all. Fortunately those warts are few. But let’s leave that for last.
Packing more street cred, the rest of this VX-L is pretty good. Prado is Spanish for prairie, by the way, but getting back to basics, it joined the Land Cruiser range in 1985 and today sits alongside the 300 and classic 70-series on the range. It’s also grown closer in character to the larger, more luxurious 300 over time.
Prado returned Cruiser to its roots
Designed from the ground up, Prado took the Cruiser back to its roots three years ago. The functional and practical luxury SUV has come under attack from all form of Chinese machinery since, but it clearly stands its ground. Those cars compete in a totally different neck of the woods anyway. But if you want the real thing, here it is.
Built on Toyota’s simple, easy to repair and customise, and easy to get parts for GA-F platform it shares with the 300, it’s styled to suit. It may be a new silhouette, but classic nuances abound from across its 40, 60 and 70 Series gene pool to take it back to its deepest Cruiser roots. It’s robust, functional and solid design promises quality, durability and reliability, as much as it tells you precisely what it is.
There’s no mistaking its roots by its strong horizontal axis, long bonnet, upright windscreen, short front overhang and distinctive trapezoidal arches. Even if there’s more than just a passing resemblance to the Land Rover Defender lurking in there. Never mind that pile of copy Chinamen now pretending to do so as well.
Prado VX-L cockpit is bang on the button
Our platinum flagship Prado VX-L flagship was made even bolder by high-set triple-LED DRL intelligent headlights, a bold Toyota stamped grille, and safe, deeply recessed fog lamps. Big alloys are more street than trail, but then there’s the VX-R with its more off-road appeal and smaller alloys in fatter bush rubber, if that’s what you want.
Step aboard to a bang on the button – excuse the pun – cabin fine-tuned for the second quarter of the twenty-first century. Heated, vented and more cosseting leather lumbar seats have thinner backs to improve rear passenger space. There’s a generous boot behind the 60:40 split second row with the third row down, and even reasonable space behind the raised back row. All easily to get to through the top-hinged power cargo door.
Sharp and clear WRC inspired customisable combimeter dials and the 12.3-inch high-definition Auto, CarPlay, Bluetooth, etcetera touchscreen multimedia displays sit high on the dash. For easy visibility with intuitive driving controls close at hand on the console. Best of all, this high-quality digital cockpit is controlled by functional simple buttons and knobs. No space junk that none of us will ever figure out here.
Tougher New Global Architecture shines through
New Prado packs it all in to that fine dual zone auto air conditioned space. From 6-speaker sound with seven USB ports to clearance and parking sonar, and so much more, it has it all. Toyota Safety Sense 3 includes everything from the kitchen sink to Blind Spot Monitor with Rear Cross Traffic Alert. And it’s no trouble to switch it all off, if you don’t want it.
Toyota’s far tougher and more rigid New Global Architecture GA-F body-on-frame platform is the foundation of better response and improved ride and handling both on and off the road. New extended stroke independent double wishbone front suspension has electric power steering for the first time. And there’s a four-link solid axle at the rear.
Like the 300, New Prado also gets new lightweight Stabiliser Disconnect anti-roll bars for increased off-road wheel articulation. Add Downhill Assist and Crawl Control and Multi-Terrain Select and Monitor among its extensive chassis arsenal and Prado is poised and ready to take on literally any driving conditions.
8-speed auto: more than just two more cogs
Prado gets a new 8-speed automatic transmission that promises better performance and fuel economy and offering quiet performance. Optimised with closer gear ratios and a compact new torque converter, it has precise lock-up control, rhythmic shifting and a smooth acceleration feel. That much is immediately noticeable when you drive it.
And then we get to the engine. Our double-edged sword. Look, there’s nothing at all wrong with Toyota’s 2.8-litre turbodiesel. We raved about how it transformed the 76 Wagon just last month, and we love it in the Hilux. Not that there’s anything wrong with it in the new Prado in its own right. But this is a lot more car than a Fortuner, and a class or seven above Hilux and 70.
This engine’s biggest downfall in this application, is when you compare it to Prado’s perceived market rivals. Starting with the Fortuner, which entire range sits well under a million rand. As a Prado owner I’d expect a better engine for my half-a-million premium. And then don’t dare pull this car up against even a base model Defender 250 at the lights. Even if it costs a pretty penny more, the Landy destroys it in a straight line.
A 2.8 for every Toyota a step too far in Prado?
Talking about the lights, never go near an entry X5 or GLEs there. They will eat you for breakfast. Even if this car is far better off road and a bit cheaper. But then so is the GWM Tank 500 at a couple of hundred grand off, and way stronger than all of the above.
Of course Toyota also sells the Prado as a Lexus with exactly thje engine we want. But its not a Toyota! And there’s a 207 kW 430 Nm 2.4-litre turbo petrol four-cylinder, and a 243 kW 630 Nm turbo 2.4-litre four-cylinder petrol-electric hybrid in other markets. Which would either make this argument redundant or immediately propel Prado to the top of the pile, depending which unit we’re talking about.
All of that said, however, we once again really and truly enjoyed our refresher week Prado. It is far more refined on the road than a Fortuner or a top Hilux. Partially so because of those two extra cogs in the ‘box, which also bring a major step in overall refinement. The engine, albeit asking versus its rivals on paper, is perfect on the road and that will more than satisfy most tastes. And everyone loves this Tonka Toyota. – Michele Lupini.
Images & testing: Giordano Lupini
ROAD TESTED: Toyota Land Cruiser Prado 2.8GD VX-L
Engine: 150 kW 500 Nm 2.8-litre turbodiesel I4
Drive: 8-speed Automatic 4x4
Braked Towing: 3,500 kg
TESTED:
0-60 km/h: 4.44 sec
0-100 km/h: 10.14 sec
0-120 km/h: 14.48 sec
400m: 17.1 s @ 129 km/h
80-120 km/h: 7.65 sec
CLAIMED:
VMax: 165 km/h
Fuel: 7.9 l/100km
CO2: 209 g/km
Range: 1,400 km
Warranty: 3 years 100,000 km
Service: 9 services 90,000km
LIST PRICE: R1.54M
How does it shape up?
Check Auto's Test Records now!
