First impressions count off-road, especially when climbing into the insanely hyped up 2025 Toyota Prado Kakadu. This new 250 Series generation, in its flagship form, is a model we’d all been waiting a very long time for. And much of that has to do with the newie replacing such an iconic and popular predecessor in the 150 Series.
There’s the obvious exterior uplift providing a clear sign that the 2025 Prado has grown – and grown up – from the longstanding 150 Prado platform loved everywhere from mine sites to supermarkets.
Then there’s pricing. At a tenner under $100K, the ($99,990) Kakadu is getting well up there in price, towering above the humbler entry point of the GXL ($79,990) and the next grade up in the VX ($87,400).
The Altitude ($92,700) slots neatly in-between and, all things considered, is the logical off-road favourite as that’s how the mid-spec five-seater is positioned in range. You can check out our GXL 150 Series versus 250 Series twin test to see how the cheaper grade fared against its forebear.
Still, if it’s a Prado, it really needs to be able to tackle rougher terrain without much of a sweat, even in fancy equipment- and luxury-laden Kakadu spec.
Thankfully, Prado being Prado, the second I sat inside what really is the most talked about 4×4 of recent years, it made me smile. Even before I started its 2.8L diesel up.
Then I thought about the poor, comfy, leather-accented seats I was sitting in. You just know they are about to endure thousands of dad jokes, sweet and sour sauce spills, off-road memories and even potential new additions to the family. And the cabin will see plenty of mud if the Kakadu is capable of digging deep off-road.
I was there, just… in Prado Land. They have done it again.
In saying that, looks alone don’t impress me much. What I really wanted to know, was how the Prado actually performed off-road.
In terms of what you get in the Kakadu compared to the VX grade below it, the only inclusion which makes a real difference off-road is the rear torque-sensing limited-slip differential, compared to the open differential found in models below Kakadu.
It’s nice to see this feature, as in combination with the clever traction control system Toyota has employed in the 2025 Prado, the Kakadu is superbly capable in the rough stuff. It just works. And super quickly too. As soon as a wheel looses grip, brakes are applied to the spinning wheel, and drive is send to the corners where remaining traction can be found.
This is especially handy when combined with a decent amount of suspension travel, especially from the rear five-link coil sprung solid axle, that forces articulation to keep wheels on the ground where they belong. This will be further enhanced by the aftermarket, I’m sure, so you can expect some super-flexy Prados coming to a track near you soon.
Ground clearance, noticeably under the factory side-steps, was the limited factor I found when exploring my native Blue Mountains sandstone tracks, west of Sydney. Toyota claims 221mm of ground clearance, if we compare that to the Jeep Wrangler I had out on these same tracks a few weeks ago, which offers 252mm of ground clearance, you can tell it’s 30mm lower.
This itself makes a noticeable difference considering the highest legal suspension lift you can fit without going through engineering process in NSW is 50mm. Still, with some sensible line selections, the Prado just kept moving.
On one occasion in particular, I needed to take a completely different line than I normally would in my personal, modified FJ Cruiser, due to the longer wheelbase and low hanging side steps, which managed to tag a largish rock. My kingdom for a set of rocks sliders…
Steering, braking performance and most notably suspension dampening are dialled in just where I’d like them to be for a family four-wheel drive wagon. There’s a nice balance of comfort and fit-for-4×4-purpose in how Toyota has blended and balance these crucial elements.
The aftermarket will have a big task ahead of them to produce a lift kit that rides better than the stock suspension. And I do look forward to driving a modified Prado, as some added clearance off-road, as mentioned, would be much appreciated.
Power delivery is a little doughy off the mark, but I found when in low-range 4×4, the Prado was responsive thanks to the gearing reduction offered.
As we’ve reported prior, the carryover 150kW and 500Nm offered in the 2.8-litre turbo-diesel is adequate for a big rig tipping the scales at around 2.6 tonnes, but not a lot more.
Still, on stretches of fast dirt roads, the Prado is a fine performer. It carries pace well and doesn’t sweat too much. It’s just that taking off from a standing start, you could tell the little 2.8L was working hard.
Another strong point when it comes to off-roading in the Prado, is the four-wheel drive engagement. It was super responsive to activate, going into the right modes when I wanted them to via a simple toggle style switch.
Being full-time 4×4, you can run the Prado in high- or low-range 4×4, with or without the centre diff lock engaged. This is handy on-road, but I found the biggest advantage to this of style transfer case, being able to select low-range 4×4 and keeping the centre diff unlocked.
This made reversing my camper trailer up a steep and winding driveway much easier, and put less strain on the vehicle in the process. If you tow a van or a boat, you’ll really appreciate the ability to reverse in low-range with the centre diff unlocked. Then when the going gets rough, just lock in the centre diff and you’re ready to go.
You also have Multi-Terrain Select (MTS) modes to play with, and I implore you to do so. In the Kakadu, when low-range 4×4 is selected, you’ll find:
- Rock Mode – The most aggressive form of traction control, that will brake a spinning wheel after minimal loss in traction
- Mud Mode – Much like Sand Mode, Mud Mode is for loose traction surfaces where less traction control input is required
- Sand Mode – Less traction control, more wheel speed to get you though loose traction surfaces
- Auto – Point and shoot off-roading where the computer decides rather than the driver
I find Rock Mode to be the most effective for my local terrain, and Sand Mode is also very handy for coastal dwellers. Auto is a good tool for beginner-to-intermediate four-wheel-drivers, too. Combined with the rear LSD, the 2025 Prado really sets the bar when it comes to the amount of traction provided, even on stock tyres.
The Prado needs to tick lots of boxes being a family wagon, and has to compromise in some areas to make it a viable proposition for on-and off-road duties. Yes, you know I’m talking about that boot space situation.
I did however leave this test feeling suitably impressed with the off-road performance of the Prado Kakadu.
And if the priciest and most luxurious variant of the range can tackle technical tracks in the New South Wales Blue Mountains, it’s got a fair shake at negotiating cross-country back-road touring across Australia where a lot of the going is often less treacherous.
And, yes, even with that comparatively modest 110-litre tank that has been sticking point with 4×4 enthusiasts since this 250 Series launched.
Sure, the new Prado will need some refining and fiddling with. However, the Australian off-road aftermarket scene is the best in the world, and this new Toyota 4×4 wagon is right at the top of the aftermarket’s hit list. Give it some time, and the bugs will be more than ironed out.
I’m excited for the future of this vehicle as a touring platform, and will go so far as to say, this Prado could be my next personal 4×4.