Toyota Land Cruiser Prado 250 Series long term review

The launch of the Toyota Land Cruiser Prado 250 Series in Australia was accompanied by some initially lukewarm feedback — cool styling, shame about the old engine — while questions also abounded about the durability and necessity of a new mild-hybrid system.

Despite that, Australians have flocked to the new Prado in their thousands. A generationally popular nameplate, the Prado’s success has translated to strong local sales of the new version, with nearly 16,000 units delivered in the first six months of 2025 alone.

With the noise about the new Prado across traditional and social media appearing to clash with buyer sentiment, we decided the only way to solve it was to spend a decent amount of time with the Prado.

That meant five months: while that’s not a bona fide ownership period but for a car reviewer that’s in and out of new metal daily, this duration allows for far deeper insights to be gleaned about a model while allowing time for issues to come to the fore.

The general plan is to do with our GX as most owners of a brand-new Prado would: no deep mudding, but rather mostly daily tarmac work, plus mild to moderate off-roading.

While some punters perceive Toyota as conservative and even lethargic when it comes to innovation, it is clear that an enormous amount of time and effort has been poured into getting the 250 Series right for Australia.

Further, there is great potential to improve the product further in the future, particularly in the powertrain department—though the 2.8-litre turbo diesel four-cylinder making 150kW/500Nm will suit most people just fine.

Still, despite its overall suitability, there’s a feeling the Prado is standing on the precipice of great change. Strict new vehicle emissions laws in Australia will make it hard to sell pure-diesel (or pure-petrol) cars, 4WDs and utes in future, and innovation will be required to maintain sales momentum.

Whatever that looks like, the basis of the new Prado is solid.

Month 1: Starting at the bottom

What is it?

The Toyota Land Cruiser 250 Series is the latest version of one of Australia’s best-selling family 4WDs. Following the 16-year run of its 150 Series predecessor, the new Prado is a total recalibration, both in terms of the chassis beneath and the styling on top.

Only the familiar 2.8-litre turbo diesel four-cylinder engine carries over, holding the Prado back from feeling completely new.

Cosmetically, Toyota has returned the Prado to its ‘90s roots with an endearing retro-modern take on the model’s historically boxy proportions. Less retro is the Prado’s switch to the premium TNGA-F frame, shared with the full-size Land Cruiser 300 Series and the closely related Lexus GX.

The squared-off body and upright stance evoke the 90-series Prado, with similarly industrial shapes inside incorporating modern and well-integrated tech with practical ergonomics.

How much is it?

Five grades make up a familiar Prado range in Australia. With prices up across the lineup, we’ve opted for the most accessible model: the entry-level GX, which costs $72,500 plus on-road costs or around $78,000 driveaway for retail buyers.

Stepping up into the family-friendly GXL adds features, while the popular mid-spec VX now crosses into the mid-$80,000 zone before on-road costs; you can easily spend more than $100,000 driveaway on a Kakadu. That’s pricing that would have been associated more closely with Lexus a few years ago.

Pictured: the Kakadu

What’s the spec of our car?

Most of the noise around the arrival of the 250 Series Prado centred on the Altitude and Kakadu, which serve effectively as twin flagships (one with an off-road focus and the other with a luxe on-road demeanour). The family-favourite GXL received little attention, and the workhorse GX even less…

We chose the Prado GX to test the purest expression of what the 250 Series is all about. It is five-seat only where the option of seven seats can be had further up the grade walk.

Power comes from an engine critics would call ‘ageing’, but which others would label ‘tried and tested’: the 2.8-litre single-turbo diesel ‘four, producing 150kW/500Nm, paired to a new eight-speed automatic and 48-volt mild hybrid system.

Full-time four-wheel drive (that operates in ‘four-high’) is standard, as is a centre differential lock, while the TNGA-F ladder frame chassis adds refinement — and kerb weight, with even our relatively basic Prado tipping the scales at 2495kg.

It might be the base model, but even the GX includes a few conveniences that were regarded as premium touches even a few years ago. The seats might be cloth fabric, but the trim level is quite appealing and features some enticing specifications, including:

• 18-inch alloy wheels with 265/65R18 tyres
• 110-litre fuel tank
• Keyless entry and start
• LED lighting
• Auto-folding and heated mirrors
• Rains-sensing wipers
• Liftgate with rear window hatch
• Mechanical front seat adjustment
• 7.0-inch digital driver’s screen
• 12.3-inch touchscreen media system
• Satellite navigation
• DAB+
• Wireless Apple CarPlay and Android Auto
• 10-speaker audio
• Dual-zone climate control
• Five USB-C outlets
• Single AC 220v outlet
• Reversing camera
• Front and rear parking sensors
• Full-size spare wheel

The step-up to GXL brings further niceties such as synthetic leather trim, electric front seats, a powered tailgate, etcetera.

How long is it sticking around for?

We’re running our Prado GX for half a year: long enough for many of the strengths and shortcomings of early ownership to come to the fore.

Over the next few months, we’ll also rotate (on the side) into the GXL, VX, Altitude and Kakadu to understand the breadth of the Prado lineup and to know whether the GX is the pick, or not.

What are we going to do with it?

Our plan is simple: we’ll be using the Prado as a pragmatic family car while also checking out the suitability of the GX for rural operators. Errands, school runs, Sydney traffic, highway trips, gravel and fire trails — we’ll be out there to see which environments suit the Toyota.

We’ll also line the Prado up against direct rivals that appear to be better value on paper, including the GWM Tank 500.

Initial performance

After our first few weeks, the new Prado feels large and agricultural (as expected), but with some surprising polish to its dynamics that the 150 Series never had. TNGA-F appears to have transformed steering precision and body control, with the Prado now tracking cleanly and confidently at speed, resisting wallow more than ever.

If there’s a trade-off so far, it’s ride quality: even on the GX’s chunky 18-inch alloys, potholes and joints punch through into the cabin more than you’d hope, while the diesel engine is loud. But it’s also torquey, flexible, and apparently relatively economical.

The new auto ‘box is also an unexpected star, improving the Prado’s tested 0-100km/h time to around 10 seconds neat.