First, look at it. The design is retro-inspired but still modern. A square-edged form just makes a lot of sense for an off-roader.

This is the first new Prado in 15 years.

The SUV environment has moved ahead in the time it has taken to engineer this new Cruiser.

New arrivals:
Ford’s Everest was a game-changer when it launched on the back of the superb T6.2 Ranger and remains a benchmark in  the category.

The Ineos Grenadier is a tougher proposition altogether but has that silky BMW six-cylinder engine at its heart. It’s good, so  good it was our 2024 4WD of the year.

Tank’s 500 slips in there as well, tech and spec loaded and all-new, and there’s a new MU-X coming from Isuzu.

So where does the new Cruiser fit in?

It’s got plenty of off-road credibility, as it should. Permanent 4WD, hi-lo transfer case, centre and rear diff locks – Prado fans will not be disappointed.

It’s utterly modern inside, a haven for occupants. Important controls are set in a bank of switches, not buried in the  infoscreen. The ‘leather accented’ seats are ergonomic and stylish, and the rows behind the driver are well- supplied with services like power outlets, aircon controls and cupholders.

There’s plenty of functionality in the design. A number of body panels are made to be deformable so that they can stand up to  being bashed about, and if the bumper does need replacing, it can be done in sections.

The edges of the bonnet are raised, making the Prado easier to place in tight spaces.

The windscreen is more upright than before. That’s not so great for aerodynamics, but great for visibility and for giving shade  on hot days – and did anyone really buy a 4WD for its slippery shape?

The windscreen and the commanding driving position also benefits visibility. Each front corner is clearly visible from the driver’s seat. The side window line is also 30mm lower than before.

The new Prado is longer than the version it replaces. It’s built on the same TNGA-F platform as the mighty Land Cruiser 300;  it’s 10mm longer than LC300 and the same width.

It’s also 100mm longer and 200kg heavier than the previous Prado. Some of that will be the battery for the mild hybrid  system, which hides under the second-row seats.

The model range is four- strong, starting with the GXL, stepping up to VX, Adventure and VX Limited. There are five seat and  seven seat models, though the five seaters are only available at GXL and Adventure level.

The entry model is the GXL five-seater at $83,490; then the seven-seater at $83,990. At $93,990, VX is $10,000 more than  the GXL but has 20-inch aluminium alloy wheels, tarmac-oriented tyres, adaptive suspension and a centre-console coolbox  and 14-speaker JBL audio. Identify a VX by its traditional Prado ‘waterfall’ grille.

The Adventure, our first experience of the new range, is geared toward off-roading and could well be the best in the range for  its all-road, off-road, main road ability.

Step up another $13,000 to the range-topping VX Limited and add a Torsen rear differential to the lockable centre-diff that’s  standard across the range, head-up display, digital mirror, rear-seat heating/ventilation and a panoramic glass roof.

At the back, the option of a rear-mounted spare wheel has gone and the full-size spare sits under the vehicle. The powered  tailgate hinges from the top of the hatch, where earlier Prado versions swung from the side. In tight parking areas, the cargo  area can also be accessed by opening the rear window.

Climb into the cabin and the driver environment is suitably modern. There’s a landscape- oriented infoscreen for navigation,  phone and sound system controls and a fresh, utilitarian feel. It’s not inappropriately luxurious for a vehicle that can be taken  into  some tough, tight, gnarly places, nor is it cheap or unpleasant. The seats are ‘synthetic’ leather and are superbly  sculpted.

The second-row bench has an adjustable backrest and easily flips forward to allow access to the third row.

That third row is a little problematic. Putting the full-sized spare under the rear creates a raised but acceptable loading area –  until you bolt the third-row seats in there, raising the cargo floor to almost chest level. A five- seater might be the better bet.

Off-roaders will like the rear-end availability of a 220-volt power outlet.

Toyota says it was important to maintain buttons for all the essential functions, so that they can be operated when wearing  gloves or being jostled off road. Manufacturers are starting to step away from the whizzy all-capable touchscreen where  controls are buried three or four layers deep. We applaud.

There’s a proper shift lever for the gearbox as well.

The in-cabin tech loading is enormous.

Bluetooth capability is of course expected.

There’s hands-free mobile phone technology.

The audio system can be controlled using voice recognition.

There are seven USB-C port outlets.

A wireless charging tray for phones is well placed on the centre console.

Apple CarPlay and Android Auto are on board (of course).

There’s also navigation (of course).

Driver assists follow modern practice, which some might call ‘nag till compliance occurs’, though Toyota’s lane-keeping  assistance is better than most, simply giving a gentle tremor and correction through the wheel to get the driver’s attention.

There’s also Acceleration Suppression, a function of the Pre-Collision system. When driving at low speeds, this system  intervenes to slow any sudden acceleration when it recognises there’s the risk of a collision with a vehicle ahead. Great for  the vague types we see having low speed bangs in supermarket car parks but are 4WDers really that ordinary?

Turning off any of the ADAS systems requires some menu-diving within the digital instrumentation display and must be done  every time the vehicle is started. We’re barking into the wind here; these systems are industry- wide and are required if a vehicle is to get a five-star safety rating. Prado’s ANCAP rating is a 2024 five stars.

The engine is a slightly evolved version of the 2.8-litre turbodiesel in the Hilux, with the same 48-volt mild hybrid system. It  makes the same 150kW/500Nm as the Hilux and certainly does the job, especially coupled now to an eight-speed  transmission.

The hybrid assist enables the vehicle’s stop-start, gives a small but handy torque boost at low speed (up to 65Nm) and  recaptures energy from braking and coasting to help run ancillaries. For most 4WD uses, mild hybrid is arguably a better  choice than a full-on hybrid and it helps Toyota meet its global emission reduction commitment.

Official fuel economy is 8.7l/100km, though when we picked it up, some leadfoot had smashed it all the way up to  10.4l/100km. Took a while to bring it down, but we got it to 8.8l/100km in real-world conditions.

The engine runs AdBlue additive to clean up its exhaust emissions and produces 213gm/km. This is the first Toyota NZ  model to have AdBlue, which is automatically fed into the exhaust gas to treat nitrogen oxide (NOx). Toyota says the 17.4l  tank should last 15,000km so adding AdBlue can happen at scheduled service time.

The eight-speed automatic transmission is a significant improvement over the old six-speed. All Prados have Eco, Normal  and Sport drive modes, while the VX versions have additional drive modes: Sport S, Sport S+, Custom and Comfort.

All models above the GXL also have Multi Terrain Select, which offers Auto, Dirt, Sand, Mud and Deep Snow modes.

There’s Toyota’s Trailer Sway Control too, and the tow ratings are 750kg unbraked/3500kg braked – class topping among  SUVs this size.

Brakes front and rear are ventilated discs; front suspension is independent dual wishbone with coil springs and stabiliser bar;  rear is a four-link rigid axle with lateral control rod, coil springs and stabiliser bar.

Off-road, there isn’t much that will stop the Land Cruiser. Ground clearance is 205mm, approach and departure angles are 31  degrees front/17 degrees rear and ground clearance 205mm (GXL). That rear angle will be a limiting factor off-road; we  did dig the hitch receiver into the ground on our favourite bumpy track beside the Waikato River. There’s no ramp-over figure  quoted, which may frustrate drivers looking to get out into the rough.

The wading depth is 700mm.

Although it’s softly sprung and its tyre sidewalls are tall, it dopes crash and shimmy when going slow over washouts or on  poorly surfaced tarmac roads. Things do smooth out at speed and the seats are comfortable and supportive. At motorway  speeds, wind and tyre noise are minimal, certainly less.

This is no featherweight. Depending on the version selected, expect a kerb weight around 2,555kg (GXL) up to 2,595 for the  VX Limited. There is no weight difference between seven and five seaters.

Driven
Out on the road, the Prado is a commanding presence, that relaxes into thick or light traffic. The head-up display makes the  main instrument cluster quite redundant for most trips, putting key info right at the base of the windscreen. Dark trim, low noise levels, a large sunroof and privacy glass in the rear make the Prado a pleasant environment for long- haul trips.

On rural roads this Prado is well at home, communicating road ‘feel’ through the seat, through the steering and the brake  pedal. A little more steering feedback might have been handy at times, but that’s a trade-off for the vehicle’s handling ease in  rough going on dirt roads. It tracks straight across corrugations and bermed-up gravel, making for a relaxed drive and  suggesting the Prado will be well capable of towing big off-road caravans or ‘toy hauler’ trailers.

Off-road, we find the throttle travel and springing is well suited to careful applications in sketchy going; then in sand  the  150kw/500Nm engine comes into its own.

We tried low range and the many electronic drive modes though frankly everywhere we went, there was very little need for  these extra ‘helps’. Hi/ lo range and the diff locks were all we needed. There’s electronic disconnect for the anti-roll bars too,  which will give more wheel travel/articulation in rough going.

Conclusion
Prado is a refreshing insert within the Land Cruiser range, more compact than the LC300 and much more ‘off-roadable’;  Adventure is the most off-road capable of the four models.

Overseas, they call this a ‘250-series’ and it forms the basis of a Lexus SUV as well.

The Prado will go places the LC300 might never see and will do it in more style than a Hilux or LC70. Perhaps the only issue  will be availability, given there was a pre-order ‘book’ of 400 to work through and maybe another 200 to go on the wider market at the closing stages of 2024.

Our pick so far would be to save $1,000 and go for a five-seater Adventure.

We like:
• Sharp new looks.
• Strong off-road performance.
• Engine well matched to the size of the vehicle.
• Pleasant on the road.
• Interior is great, practical and loaded with tech.
• Plenty of physical switches.
• Generous levels of equipment across the range.
• Decent rear legroom.