2025 Toyota LandCruiser Prado GXL review

How much does a Toyota Prado cost?

The 2025 Toyota Prado GXL we’re testing here rises more than $10,000 in price compared to its predecessor to $79,990 before on-road costs.

It’s a stunning price hike that really encapsulates Toyota’s continuous move up-market of its entire range in recent years. This is no longer a blue-collar car company.

All Prados share the same fundamental ladder frame architecture and mild hybrid turbo-diesel powertrains (more on that in the drive impression section) and are separated by equipment.

The GXL is the family-friendly Prado and the most affordable model with seven seats.

Standard GXL infotainment gear includes a 7.0-inch digital instrument cluster and 12.3-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, inbuilt navigation, AM/FM and digital radio, 10-speaker audio and a wireless smartphone charger. Seats are trimmed in synthetic leather; the driver gets power adjust and both front seats are heated and ventilated. Tri-zone climate control includes second and third row vents.

The Prado comes with six paint choices, three of which costs $675 extra.

The Prado has a five year/unlimited km warranty and capped price scheduled servicing.

But the Prado has short six months/10,000km service intervals. Toyota says the hard driving the Prado is exposed to necessitates that. Over five years/100,000km that adds up $3,900.

Toyota Prado GXL exterior design

There are debatable elements of the 2025 Toyota Prado, but the exterior design is not one of them. The squared off retro shape inspired by the iconic FJ40 and other past LandCruisers, completely separates the 250 Series from its predecessor and its big brother, the 300 Series LandCruiser.

Mind you, the Lexus GX (Lexus is Toyota’s luxury brand) is the same shape with a different badge and an even higher price.

Based on the same platform as the 300 Series, the new Prado shares an identical wheelbase and at 4990mm long is very similar in length – some 300s are shorter, some longer. The Prado is also 165mm longer than its predecessor.

Key GXL exterior design elements include 18-inch alloy wheels, rectangular LED headlights, roof rails, privacy glass, side steps and a power tailgate with a separately opening window that now opens vertically rather than being side-hinged.

Prominent TOYOTA badging is contained in the GXL’s horizontal mesh grille, but that’s dropped for the more subtle bars and badging in the top spec VX and Kakadu.

What is the Toyota Prado like inside?

There is a lot to like about the 2025 Toyota LandCruiser Prado GXL, but the interior execution is not high on the list.

The problems are most egregious in the boot, where the floor height has been raised to accommodate the battery from the mild hybrid system - and the bigger hybrid battery used in the North American version of the 250 Series not sold here.

The spit-fold third row sits on top, while a flimsy drop-in storage box that sits behind levels the floor, raises the loading height and accentuates what a compromised solution this is.

Despite all that Toyota claims the better storage capacity than the old Prado, except when both rows two and three are dropped. But very disappointingly, the old 150 Series has a better payload than the new model.

On the positive side access to row three is aided by tumbling middle row seats and once you’re in there space is not too bad. Even adults could survive for a short trip.

Move into the second row and kneeroom is a bit on the limited side for 180cm-plus passenger sitting behind a 180cm driver. The ladder frame construction also contributes to a knees-up feel. A sliding seat base would have helped with all this.

But elbow and headroom in row two are generous and it’s a comfortable ride being situated well away from the axles. The cabin is also quiet, as ladder frame cabins tend to be.

Up-front there’s been a technology revolution compared to the 150 Series. Big screens, lots of info including off-road pages and the retention of physical buttons for basic functions like audio and climate control.

But there are frustrations. Like having to drill into the instrument panel to switch off the parking sensors when off-roading. A button on the dash please. The volume dial is small and a long reach for the driver, there is no home screen for the touchscreen to return to and it can be fiddly to work with on the run. The door bins front and rear are also too narrow to fit bottles.

Overall, though, storage is plentiful, seats are comfortable and trim materials are pleasant, if a bit monotonously dark.

Is the Toyota Prado good to drive?

The on-road driving experience is an unambiguous improvement for the 2025 Prado GXL.

The old 150 Series was much-loved, but it very much combined a plush ride with rolly-polly handling and loose steering. The new platform, new independent suspension and the shift to electric-assist steering have cleaned the Prado’s act up significantly.

Yes, the ride provides a little more input into the cabin, but it’s well controlled and the tighter set-up assists with being able to navigate down the road in a nimbler fashion. It’s no sports car, but it’s more secure than before.

The new steering is a vast improvement. At low speed it’s light and direct – great for picking this big and bulky vehicle through a shopping centre or narrow forest track. At higher speed it is weightier but still connected.

The drivetrain doesn’t quite deliver the same make-over. It combines a 48-volt mild hybrid version of the familiar 2.8-litre four-cylinder with a new eight-speed automatic and permanent all-wheel drive.

While power and torque claims are unchanged, the auto and electric motor help things feel more eager accelerating from rest and zotting around town. But once up and running there’s still a sense of overall lethargy here that evokes the old model. A climb in kerb weight of 250kg to 2535kg certainly doesn’t help on that score.

Toyota claims a decent fuel economy improvement for the new Prado courtesy of its upgrades. The official figure is 7.6L/100km and after an extensive on- and off-road test it came out at 11.15L/100km for us. That’s respectable for such a big and heavy vehicle.

The new Prado is also the first Toyota in Australia to use Adblue to reduce noxious emissions. Adblue is a liquid that sits in its own little tank, and you’ll have to monitor its level – consumption goes up just like diesel when the engine is being worked harder.

The Prado’s fuel tank has dipped in size again to 110 litres – it was 180 litres once upon a time – but that’s still going to deliver a decent range, which is great news for those holiday journeys along endless outback gravel roads the Prado is so suitable for.

Just a word on towing to wrap things up. The Prado can now haul up to 3500kg braked, matching key rivals the Ford Everest and Toyota MU-X. But payloads are low at that number. The GXL can carry just 265kg – a decent bullbar and a couple of passengers will account for that.

What is the Toyota Prado like off-road?

The 2025 Toyota Prado GXL is a decent off-roader for a stock standard vehicle. But it could be better.

We know that because Toyota has created a new off-road oriented Prado model called the Altitude, which alone gets features such as a rear locking differential, front stabiliser disconnect and Toyo off-road tyres.

The GXL – as well as GX and Altitude – misses out on tyre pressure sensing, which makes no sense. This simple feature is potentially the difference between saving and destroying a tyre.

In off-road challenges, the Prado GXL relies on a locking centre differential, four-wheel traction control and low range to conquer the climbs. It does that really well. The traction control allows just enough spin to read what’s going on then brakes that wheel and the Prado motors on.

Downhill assist control works far more smoothly than the old 150 Series and what Toyota calls Crawl Control allows for feet-free low-speed progress, thus avoiding accelerator pedal bounce on rough ground.

The Prado also has some neat off-road touches. The front panels have wider gaps between them to avoid graunching if contact is made with something solid like a dirt bank. And the see-through camera helps pick a line in tight manoeuvring.

What safety features does the Toyota Prado have?

Autonomous emergency braking and adaptive cruise control are cornerstones of a comprehensive driver assist package that also includes lane keeping and centring, rear cross traffic alert and braking, blind spot monitoring and driver monitoring.

Happily, these safety support systems are not too intrusive. But if you do wish to turn off lane keeping for instance, it is a bit of drill into the instrument panel.

The Prado has the comprehensive package of surround view cameras. It also comes with front and rear parking sensors, but no hands- and/or feet-off parking aids.

There are nine airbags including curtains that protect row three occupants. The Prado has three child seat top tethers and Isofix mounts in row two.

The Prado range has been awarded a five-star ANCAP rating based on the current 2024 protocols.

How does the Toyota Prado compare?

The 2025 Toyota Prado has two key external rivals – the Ford Everest and Isuzu MU-X.

The Ford is cheaper and better; the Isuzu is much cheaper and not quite as good. But given the price differential of around $15,000 between GXL and the most expensive MU-X, it’s a justifiable sacrifice.

A more eclectic choice is the GWM Tank 500 that comes with a petrol-electric hybrid powertrain, but as yet no established reputation for durability.

Internally, the Prado faces off against the cheaper Fortuner and the more expensive LandCruiser 300.

Should I buy a Toyota Prado?

There are enough issues here to approach the new Toyota Prado GXL with some caution. The pricing, the compromised interior and the fact this a segment where there are other high-quality choices mean you should shop carefully.

Look, it’s not a bad vehicle at all and in many fundamental ways better than its predecessor – as it should be! But get past the hype, the pre-launch propaganda and the reputation of the Toyota badge and the Prado GXL presents as expensive and flawed.

Toyota can and should do better than this.

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