This legend has such a reserve of confidence in the love of the consumer that it can afford everything, but at the same time it values its qualities and carries them through generations. Despite its simpler form, Toyota LC Prado has retained the basic functions for which it was adored, but has become closer to people, discarding unnecessary «pomp».
Waiting for the Toyota LC Prado for a test drive was worth it at the end of winter, when the ground is gradually waking up and filling with moisture, roads are covered with unexpected pits, and the primer hides treacherous traps for winter tires. This is the time to test the ability of drivers to overcome difficult off-road conditions. And it is in such areas that the Toyota LC Prado should be tested, which already during the presentation boasted of its ability to climb up and down hills, overcome mud, sand, cope with wheel slides and any off-road tasks.
I was unlucky, and there was no one to rescue because fishermen already have familiar paths that are safe to follow, and among inexperienced citizens, few dare to even leave the city, let alone drive off the asphalt. So I had to check the poverty lines at random, trying to get as far as possible. And there was no chance of getting stuck. I didn’t even have to change the driving mode from Auto to Mud or Sand. Oh, how boring life is for Toyota LC Prado owners. Or maybe not because you can drive it very far. The main thing is to find the way back.
Content
Purely practical appearance
You won’t be unnoticed in such a majestic SUV. The difference between the generations is simply striking. It appears that hints of glamor or majesty in the LC Prado J250 are buried deep. The designers obviously drew it carefully: taking the old Land Cruiser 60 as a copy, added some funky FJ parts, stretched the body and smoothed it all out a bit. In general, it is not difficult to find the features characteristic of the earlier Toyota LCs, but the imagination of most people immediately refers to the Land Rover Defender. It seems that it was he who started this trend of designing large modern SUVs. Although, as for me, there are not enough similarities. You need to put them side by side to understand.
The new generation of Prado has more sharp edges, a lowered strip of side windows, which increases the amount of light entering the cabin and facilitates visibility. It’s good that sand and dirt doesn’t fly directly into the side and side windows, as it does in the Defender, when you drive even on snowy roads. It looks like the ergonomics have been calculated much better.
All the exterior streamlining has been transformed into practical parts — body elements that can be easily replaced if necessary. Thus, the entire front and part of the rear end can be assembled like «Lego». It’s pretty cool, don’t you think? There is a lot of scratch-resistant plastic on the outside, and the square arches are reminiscent of the iconic 40th series Land Cruiser from 1960.
If earlier the Prado was technically closer to the Hilux, now it has become genetically similar to the LC300. It is still the same GA-F platform that underlies the «three hundred», the luxury twin Lexus GX550 and the Toyota Tundra pickup truck. I am very pleased that there is a minimum of mechanical changes compared to the J150 and all for the better.
The body change had a good effect on the dimensions. It has become slightly lower at 1,925 mm, wider by 95 mm (1,980 mm) and longer by 85 mm (4,925 mm). Even the wheelbase has grown by 6 cm to 2,850 mm, but the overhangs at the front and rear are shorter, allowing for greater entry and exit angles (30/22).
The frame remains strong steel and lightweight, and the overall torsional stiffness has increased by 50%, thanks to the use of high-strength steel and extra-strong body adhesives. Together with the body, this figure has increased by 30%. This does not affect the performance during normal driving, but is important for both safety and off-road driving.
Strength and ductility
Updates to the Toyota LC Prado also affected the suspension, which lost air cylinders and received the innovative SDM front stabilizer release technology, which provides 20% more front end flexibility and separate wheel articulation compared to the 150 Prado. If the Lexus GX will have a system with KDSS adaptive shock absorbers in the top versions, then even in Premium it will not be available.
Yes, there may be a lack of effort on the highway because there is a backlash from zero, but on the other hand, you don’t need to get tired of constantly holding the course and feel this fight with the wind. But when you get off the road, the sensation from each wheel will increase in direct proportion. Really decent work with the settings.
Unlike in Europe and other markets, we were not offered a new mild hybrid engine, so we will have to choose between the classics and… the classics: the good old 2.8 diesel engine (1GD-FTV) with 205 hp and 500 Nm of torque (of course, with a 17-liter AdBlue tank) and a 2.4 turbocharged gasoline engine (T24A-FTS) with 282 hp and 430 Nm of torque, as in the test car.
It picks up no worse than a diesel engine from 1700 rpm, revving the engine gently and cheerfully. The only thing that can be blamed for this unit is fuel consumption, which jumps from 12.4 to 18.4 liters, or even to all 24 liters per 100 km off-road. So an 80-liter tank will not last long.
Speaking of highway dynamics, don’t forget that the Land Cruiser Prado is square, big, and blunt. Its 2.33 tons of kerb weight take a long time to accelerate, but it holds the speed and the road well. Acceleration is smooth and persistent. The engine revs, the turbine whistles softly, a noble rumble is heard in the distance, and the speed increases. There are no vibrations added to the noise, as there are in a diesel engine. So everything basically matches the mood of the car.
It would definitely be strange if it drove smoothly and whispered quietly. Toyota engineers have worked hard on noise isolation and suspension improvements, especially by removing the pneumatics, and they have definitely succeeded. Fast driving is a bit bouncy, but that’s to be expected with such a large wheel travel. The most comfortable wide seats that seem to absorb excessive swaying save the day.
The new eight-speed Direct Shift box behaves much better than the six-speed in the previous generation. It’s more responsive during hill climbs and has a crisp lockup with gear retention when overcoming difficult off-road terrain. Plus, you can always use the manual gearshift if the need arises. As a connoisseur of off-road mechanics, I never felt the need to adjust the behavior of the gearbox myself.
The traditional 4×4 design with a frame and separate chassis can only mean that it is extremely robust, but it will not guarantee you maximum comfort on the road. The Prado is heavy in corners, with significant body roll, and it’s a wonder how previous generations of the car managed to maneuver on the road at all. And it’s no longer surprising that they accelerate with the blinking of their headlights, because the threatening slopes will not allow them to easily pass you at speed.
The G-Class indulges in similar behavior, but the Defender is more refined, comfortable, and has a more balanced chassis. And with Ineos, you’ll take too long to accelerate and you definitely don’t like it, so this car is more about leisurely driving.
The Toyota LC Prado also has a whole host of modes, which are accessed by turning the Mode Select dial on the center console. If the sport mode makes absolutely no sense here, then you will love Eco for suppressing your desire to push the accelerator harder. Just pressing the separate MTS (Multi-Terrain Select) button switches you to a different reality, opening up endless possibilities. Again, by turning the wheel, you can choose between off-road modes and access a wide range of terrain.
Reigning in the midst of mud
It seems that during the development of the Prado 2025, Toyota developed the philosophy of «Kawashikiri», which in an arbitrary translation can mean «test it until it breaks». So Toyota LC Prado — is the king of off-road. This is where the Land Cruiser belongs and seems to become happier with each difficult section it overcomes. Suddenly, all the disadvantages of driving on the road are insignificant and insignificant. Like a spider, it clings to the surface with each wheel and scrapes wherever you want it to go.
In case of difficulties, there are always available buttons to lock the center differential, the rear inter-wheel differential and a separate button to release the front stabilizer.
The modern Defender does it all for you, and it flaunts its competence. And it’s for those who are willing to put their trust in electronics, cloud services, and Land Rover’s reputation for reliability. The Defender also has steadfastness and the ability to bounce on obstacles instead of absorbing them. But there, augmented reality from the cameras will allow you to get around difficulties more than the cameras in the Prado, which leave much to be desired, especially in bad weather.
Don’t think there’s no headlight sprayer or rearview camera, there is. And the interior mirror can be easily switched to camera mode and allows you to see better at night, as well as prevents you from being blinded by headlights. However, when parking, it can play a bad joke on you — just a strong approach is not the best helper.
Unlike the Defender’s Terrain Response system, the Prado will either have to rely on Auto mode, which actually covers most difficult terrain, or decide when to engage the differential lock and low range L4 — and that’s a big part of the fun.
It turned out to be extremely difficult to get stuck on the Land Cruiser Prado, even on tires that are more road-oriented. The ground clearance of 215 mm is not a bad thing, which, in addition to the whole complex of protective body kits and short overhangs, works to enhance the impression and courage to drive longer and longer without disassembling the road. If there is a steep descent ahead, it doesn’t matter either: select the DAC/Crawl button, and the cruise controls the speed at which you go down steep slopes. So trusting this spider and not interfering with it during a steep descent is the best feeling.
LC Prado is capable of wading up to 700 mm and towing 3500 kg. If you want to «upgrade» capabilities, adding a winch, a roof rack that can withstand more than 900 kg, a snorkel, then go for it. Everything is possible here. It seems Toyota has left us a worthy successor to its reputation.
In general, the Land Cruiser is more attractive and desirable. Its reputation for reliability is unsurpassed. Even I know of one example that has run more than 500 thousand kilometers without any serious issues. And this is the same brand reputation that Toyota carries with it. And when it offers an incomparable car with a comfortable interior that will carry you through fire and water — it is simply invaluable.
Simple and elegant
Comfort in the Toyota LC Prado is something special, imbued with the appropriate majestic spirit of adventure. If in the Jeep Wrangler you jump into a cocoon, then here there is incomparably more space. The comfortable step is stationary, and for ease, there is always a handle even on the driver’s side: grab it and jump into the soft seat. And it’s so soft and comfortable that you feel like you’re in an executive office chair.
In general, there is a flavor and atmosphere of a separate office here. I would work without leaving the car at all. Moreover, cold drinks will always be at hand, and the top version has a refrigerator in the armrest.
Indeed, there is more light in the cabin, more space thanks to the new body features. Even breathing is easier. It seems that the windshield of Toyota LC Prado has also increased, but the pillars have simply become thinner, increasing visibility. Of course, there is heating, both for the front glass itself and for the mirrors, steering wheel, seats in front and behind. You can warm up quickly even in the diesel version, which, as we know, usually takes longer to warm up.
And most people will agree with me that it’s cool that they have retained the control of the main functions of the climate and transmission with buttons. Once you’ve looked at it, you’ve already memorized it, and you don’t get distracted again. The touchscreen is 12.3 inches larger for information and settings. This is a good thing. Especially the fact that it is fully integrated into the console and merged into a single plane with the digital instrument panel. There will be no creaking over time. And here, the top of the line will have a 12-inch screen, while the initial versions have only a 9-inch screen.
There is also an augmented reality projection display that duplicates security system notifications and the route of the standard cloud navigation. Wireless connection of Apple CarPlay and Android Auto smartphones, wireless charging in a convenient place, so that the phone is at hand, the screen is visible, and you don’t have to touch it again. Voice control of navigation and car functions is available, and Apple CarPlay makes it easy to read messages and make calls.
It seems that these seats were taken from the Camry because they are very close in position. There is a retractable knee bench, fully electronic settings for both the seats and the steering wheel — but this is also a feature of the Premium package. Along with a three-zone climate and heated seats, as well as ventilation for the rear two seats.
The rear seat in the Toyota LC Prado is a luxurious place with a backrest adjustment and the ability to slide the sofa in separate parts. The outermost seats can be easily folded down, giving access to the third row, which is optional here. But behind them are Type-C and air outlets.
The luggage space is simply unlimited (742/2000) and allows you to transport cargo, things, sofas, or equip a whole dog house behind if you like to hunt. There are hooks for nets, side niches for small parts, an underfloor repair kit and storage space, and a spare tire attached under the body.
Now the trunk door is not hinged, as it was in the predecessor, but on pneumatic supports, and can be opened automatically by running your foot under the rear bumper. The main thing is to have the key in your pocket, otherwise it won’t work. You’ll have to use the button to open it from the cabin. It’s nice that they retained the ability to open only the top window, but this is also an advantage of the top version.
Plastic and materials in Toyota LC Prado look expensive, but not luxurious. The leather is perforated on the seats and combined with eco-leather, which is now in trend and meets environmental friendliness. Of course, there is also rough plastic underneath, where it does not catch the eye, and the upholstery is well combined in texture with each other. It looks very decent, if not luxurious. In general, for luxury, it is better to turn to Lexus GX550 or Mercedes and Land Rover.
There is a suspicion that Toyota has developed a basic and optimal version of balancing practicality and luxury. So for the consumer, it means that for 50 thousand dollars you can choose a cool, reliable car with all the necessary components without losing comfort, but without getting premium features like 360-degree cameras, electric seats and steering wheel, three-zone climate, and so on. Nevertheless, this is a full-fledged, decent and comfortable SUV that will have all its talents.
Conclusions and positioning
The Toyota Land Cruiser Prado may not be as sophisticated and complex as the Defender, but it is more agile and sociable on rough terrain. It has better axle articulation and a greater margin of safety and reliability. The Defender is now more of an off-roader for schoolchildren than a wilderness explorer, which makes it profitable for
JLR.
The Mercedes G-Class, on the other hand, is beautifully designed, but it has gone too far into luxury and has become addicted to luxury. There’s also the Ineos Grenadier, which has even more agility and off-road capabilities. But there is a very narrow direction and communicating with him in a big city is a challenge. Plus, it will take decades to build a reputation in the market like Toyota.
During the press conference, when the company’s representatives announced the prices for the new Toyota LC Prado, the room simply exploded. Because such a loyal attitude has never been observed before. Yes, the Prado has always been more affordable than its rivals, but now the selection of equipment and features has become even more enjoyable. The top-of-the-line Prado will not go beyond 2,890,902 hryvnias ($69,450). The same Defender has a starting price of UAH 3,368,756, and the Jeep Wrangler starts at UAH 3,014,000. And this is not to mention the Mercedes level.
Can you call LC Prado a family car? Absolutely not in the format of the XC90 or Q7. Externally, it is about the same size, but the frame and behavioral features do not give confidence that everyone in the cabin will be comfortable. It all depends on what kind of family you are and what kind of preferences you have. For me personally, this is the perfect car for my tasks.
I think there is an honesty and decency in the Land Cruiser 250 that is extremely attractive. It’s a really rugged SUV that has phenomenal capabilities, will never let you down, is well equipped and looks cool at the same time. Maybe it’s not that sophisticated, but it’s definitely self-sufficient. Criticisms of its ride and small interior details are understandable, but you forget about them because they really seem to be an integral part of its capabilities.
PROS: off-road capabilities, comfort, suspension, stylish design, comfortable interior, space, reliability of units and components.
CONS: fuel consumption in the gasoline version, simple finishing materials.
Technical characteristics of Toyota Land Cruiser Prado Premium 2.4 8AT
| Body, type | SUV |
| Dimensions (LxWxH), mm | 4925х1980х1925 |
| Wheelbase, mm | 2850 |
| Declared ground clearance, mm | 215 |
| Trunk volume, liters. | 742/2000 |
| Curb weight, kg | 2315 |
| Engine | Gasoline T24A-FTS |
| Working volume, cubic cm | 2393 |
| Power, hp. | 283 |
| Torque, Nm/rev | 430/1700-3600 |
| Type of drive | Permanent full with downshift |
| Suspension in front of. | independent, spring-loaded on twin levers, with a stabilizer for lateral stability |
| Rear suspension | Dependent, spring-loaded, on 4 longitudinal arms and a transverse link, with a stabilizer for lateral stability |
| CHECKPOINT | 8AT |
| Dynamics 0-100, s | — |
| Maximum speed, km/h | 170 |
| Fuel consumption, l (mixed) | 12,4 |
| Cost, UAH | 2 434 100 |
| The cost of the test car, UAH | 2 809 820 |
| Competitors | LR Defender |
| Ineos Grenadier | |
| Jeep Wrangler | |
| Marcedes-Benz G-Class |
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