It’s been 15 years since the venerable Toyota Prado last had a major model update, and RVDaily were at Kakadu, in the Northern Territory, for the launch of the hotly anticipated 2025 Landcruiser Prado 250.
Unfortunately, Toyota did not have a camper or caravan on hand for us to really get a feel for the towing abilities of the 2025 Prado. However, we can attest that for those who use their current Prados for towing duties, the new one should still be more than up to the task. The 150 Prado was capable of towing 3100kg (with the optional towing pack upgrade), but the new 2025 Prado can lug an easy 3500kg behind it. That’s the same as a HiLux, Ranger of 79 LandCruiser, which is pretty darn impressive, we reckon.
And we’re not alone. As part of their new 12-month allotment scheme (that sees wait times cut from up to four years down to a maximum of 12 months) Toyota Australia have been assigned 25,000 Prados to sell in the first year. Even before it had been officially launched, they had pre-sold 17,000. So yeah, it’s going to be a popular option for a lot of people.
But back to the launch. Set in one of the most iconic touring destinations in the country and taking in a range of terrains over several days, we managed to get a real sense of how the 2025 Toyota Prado drives, how the new technology works in the real world, and whether it stacks up as a viable tow rig in 2025.
Model rundown
From the top-spec heading down the price slope, we have the 2025 Toyota Prado Kakadu, Altitude, VX, GXL and GX models. The Altitude is the most off-road friendly model with 18-inch rims and Toyo AT tyres, as well as being a five-seater (for more payload) and with a rear diff lock and front swaybar disconnect (delivering 20% more flex than a 150 Prado). The DX is the “bare bones” model with cloth seats, no wireless phone charger in the cab and no expansive sunroof.
The other 2025 Toyota Prado models basically sit somewhere in between, with the Kakadu being adorned with faux leather, all the driving aids and more mod cons than a Saudi Prince’s private jet. The mid-spec GXL and VX still have a hell of a lot on offer as well. You could hardly call any of them uncomfortable.
All are equipped with the 1GD-FTV 2.8L 4-cylinder turbo diesel engine (exclusive to Australia and Western Europe) that puts out 150kW and 500NM through a beautiful 8-speed auto. It’s about time they moved on from the outdated 6-speed, but let’s not get bogged down here. The engine is paired up with Toyota’s V-Active 48V mild hybrid system which is designed to aid with power delivery and bump up fuel economy a little.
Look, it does what it says on the box, but I wouldn’t call it an amazing technological advancement. It was barely noticeable for the majority of the test, and fuel economy ranged from around 7L/100km to 12L/100km in the low-range only sections, so while I’m sure it does contribute in some way, it’s just not a set-your-world-on-fire sort of thing.
On-Road, off-road & towing
Where the Prado has traditionally been based off the HiLux, the 2025 Toyota Prado 250 models are much more LC300, which is a good thing. It’s longer, wider and has more headroom than Andre The Giant’s Akubra. It utilises the same GA-F frame as the 300 Series and the Tundra, which has added 50% torsional rigidity over the previous model. It also shares the Multi-Terrain System with the 300, which makes off-road driving (and controlled backing of a trailer) a hell of a lot easier.
With a lot of highway driving, the handling, power delivery and overall feel of the Prado was predictable and more than adequate, only really getting squirrely when pushed hard through corners, but never feeling actually unsafe.
Dirt roads were much the same. Power slides were indeed possible (allegedly, your honour) but needed a lot of driver input to make them happen. Normal driving was a pleasure, with the vehicle never feeling unsettled, even on highway terrain rubber. The safety aids on the 2025 Toyota Prado can largely be switched off. However, some do remain on in the background, and it’s not exactly intuitive, but once you know which menu to scroll through, it becomes fairly straightforward.
There are six drive modes (in the VX and Kakadu, the others get four) for varying terrains and after a 12-month trial program with current Prado owners, Toyota prioritised towing capability for the 2025 model. They even went so far as to pull a trailer through the desert with a bullbar and spotlights up front to properly evaluate things like suspension performance and cooling limits. Needless to say, it passed with flying colours and is ready to tow a large camper or medium-sized van straight off the showroom floor.
Whats on the inside of the 2025 Toyota Prado?
Inside the cab is typical Prado – that is to say, it’s comfy without being over the top. A couple of the larger blokes at the launch mentioned the driver’s seat is a little narrow, but at 180cm and 90kg I could (and did) happily spend hours in the saddle. There’s a 7-inch driver display and a premium 12.3in multi-function touchscreen in the centre dash that controls the majority of the tech. It was good to note, however, that the most commonly used functions (volume, heating and cooling, etc.) were still operated by old-fashioned and easy-to-reach buttons. The NVH is next level, and Toyota also spent a lot of time testing the seals for bulldust ingress and reckon they’ve got as close as it gets to keeping it outside.
The 2025 Prado is the first large off-road Toyota to feature electric power steering, which is very noticeable at slow speeds (bumpsteer was almost non-existent) while still giving great feedback when cornering or travelling at the legal limit.
With the 3500kg tow rating, the 6600kg GCM, and its super high levels of comfort, the Prado is an extremely viable medium-duty touring rig that would double as an excellent daily driver. Difficult to fault really.
Things that don’t sit right with us
First off, one of the greatest things about the older Prado were the twin fuel tanks that came standard. The underslung spare has done away with them, and while there’s still a respectable 110L capacity from the main and sub-tanks, it still feels like something has been lost.
The 48V battery pack on the 2025 Toyota Prado intrudes quite a lot on the rear cargo area’s floor, impacting the third-row seating space significantly. The Everest has the Prado beat in this regard, but again, this may not be a problem for that many folks, but it’s still worth the mention.
Other than that and wanting a better engine (a de-tuned single-turbo V6 from the 300 would make sooo much sense! Not to mention compete with the Ford), the gripes are few and far between. It’s still one of the better mid-sized wagons on the market and is already on track to break sales records.
Who should buy one?
Anyone looking for a wagon for the daily driving duties and weekend/holiday towing duties. They’re comfy, they’re capable, and Toyota has pretty much all the accessories you’d need to turn this into an Outback-conquering weapon. The Prado has always been a bit of a jack of all trades, master of none, which makes it pretty difficult to fault and no matter what your intended usage, it’ll do it well.
The build is (predictably) high quality with no rattles or squeaks after rallying it for several days over some fairly inhospitable tracks. In addition, the seats are supportive, the headroom is cavernous, and the blind spots are nearly non-existent. The cameras are all super high resolution, and the tech, in general, is easy to live with, minimally invasive and can largely be turned off if you’re not a fan.
There’s a reason people love these things and why so many were sold on pre-order. Plus, the modern (ironically retro and boxy) look not only fits in with the Joneses across the street but is also a nice acknowledgement of the models that made Toyota the powerhouse that it is in this country (specifically the 40 and 60 Series LandCruisers).
For a single-vehicle family, the 2025 Toyota Prado will hit the centre of the bullseye for a lot of people.
2025 Toyota LandCruiser Prado 250 pricing:
- GX – $72,500
- GXL – $79,990
- VX – $87 ,400
- ALtitude – $92,700
- Kakadu – $99,990