Toyota LandCruiser Prado

Cargo space comes in at 120 litres behind the third row with the third row in use, 620 litres with the third row folded into the floor and 1833 litres with the second row folded flat.

There’s a 230V power outlet in the rear too – very handy if you’re out camping.

The Toyota Prado wears a five-star ANCAP safety rating based on tests conducted in 2010.

When it was first tested it achieved an overall score of 35.11 out of 37 against older crash test criteria. It's unclear how it would perform against the latest, most stringent requirements.

All models come standard with the following :

• AEB with pedestrian/cyclist detection
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert
• Traffic sign recognition
• Adaptive cruise control
• Automatic high-beam

Toyota claims the Prado's 2.8-litre four-cylinder turbo-diesel uses 7.9L/100km on the combined cycle – though our own testing returned closer to 10L/100km in real-world use.

The Toyota LandCruiser Prado has a recommended service interval of 6 months or 10,000 km, whichever comes first.

Tipping the scales at 2455kg (kerb), the latest engine's extra 50Nm of torque was never really going to make a night and day difference.

But, while the updated engine doesn’t pin you back in the seat, it offers something the last Prado struggled with – confidence behind the wheel.

When you sink the boot in now, there’s a quicker and more urgent surge of torque that doesn’t taper off as quickly. It still takes a little over 11 seconds to travel from 0-100km/h, but it’s the mid-range where you will notice the most difference.

Peak torque kicks in from 1600rpm and flows through to 2800rpm meaning there is a wide band the transmission can lean on before needing to shift back through gears. The six-speed automatic transmission isn’t lightning fast on up or downshifts, but that wide torque band accommodates for in-gear acceleration without hunting through gears.

Toyota hasn’t shifted from hydraulic to electrically assisted steering, so you miss out on the variable steering weight you find on most of the Prado’s competitors, along with safety technology like a proper lane-keeping assistant (this uses a system that grabs the brakes momentarily to move the car back into line).

That means the steering can feel a little heavy at low speeds, with the rack retaining a lack of feel about centre at city and highway speeds.

Suspension comes in the form of a double wishbone up front, a four-link setup at the rear, and height-adjustable air springs on the rear axle. There’s also adaptive damping with three suspension settings to match the terrain being driven on, and anti-roll bars on the front and rear axles.

In and around the city the Prado feels smooth and comfortable. It doesn’t feel as brittle or rough as some of the ute-based SUVs at low speeds and that’s thanks to a slightly more sophisticated suspension setup.

Out on the open road and at highway speeds the ride is good, but it can feel a little brittle at times. Corrugations and bumps on country roads at highway speeds tend to translate through the cabin and aren’t adequately isolated by the suspension. It’s certainly not the end of the world, but you will notice it over longer country drives.

Speaking of which, given its reputation, the LandCruiser Prado’s off-road credentials match its rugged appearance.

We’re talking about 219mm of ground clearance, 30.4-degree approach angle, 23.5-degree departure angle and a 700mm wading depth, as well as a centre and rear differential lock.

In addition to these systems, the LandCruiser Prado comes with KDSS (Kinetic Dynamic Suspension System), which is a hydraulic decoupler for the anti-roll bars. KDSS activates the anti-roll bars to improve handling on-road, and can disconnect them when extra wheel articulation is required.

There’s also Crawl Control and Multi Terrain Select system. These features help manage off-road terrain by electronically controlling slip at each wheel based on preset speeds and terrain. For the most part they work well, and are there to serve buyers who may not be entirely confident off-road.

The only downsides to the package are the noisy hill descent and Crawl Control modes, and an inability to enter any of the advanced drive modes or engage the rear differential unless the vehicle is in low-range.

You can find more details on all the options and inclusions across the Toyota LandCruiser Prado variants on the official website, and within the official Toyota LandCruiser Prado specifications page.

There are 10 available exterior finishes for the Prado line-up, including:

• Glacier White
• Ebony (black)
• Crystal Pearl (white)*
• Silver Pearl*
• Graphite*
• Wildfire (red)*
• Peacock Black*
• Eclipse Black*
• Dusty Bronze*
• Espresso Brown*

*Premium paints demand a $675 upcharge.

What is the warranty on a Toyota LandCruiser Prado?

The Toyota LandCruiser Prado offers a 5 year unlimited kilometre warranty. This is separate to the warranty on offer under Australian Consumer Law which can be greater for certain parts based on what is deemed as a reasonable period of time.

Overall the 2021 Toyota LandCruiser Prado is more of the same and for those wanting a brand new product, we’re expecting a new-generation Prado in 2022-23. that’s likely to sit on a new platform and come with a range of new engines.

But in the interim, it’s a safe purchase if you’re upgrading an existing Prado and don’t need any surprises.