Prado goes hi-tech with latest revamp

Love them or hate them, hybrid drives will be part of the future, and Toyota has added a 'mild' hybrid system to the updated Prado

LOVE them or hate them, hybrid powertrains are part of our motoring future, with manufacturers incorporating them into vehicle fleets to reduce emissions and improve fuel efficiency.

When Toyota, with a long history of hybrid and EVs, revealed the updated Prado, with a diesel-electric powertrain, brand followers wailed about the future of the off-road wagon.

After a couple of weeks driving the VX and GXL versions, the Prado’s future looks bright, thanks to the latest updates - including the addition of an electric motor.

The Prado is dramatic and muscular, a no-nonsense squared-off body, with rounded edges to make it slightly aero-efficient, without compromising the road presence, retaining the classic long-roofed wagon look.

Sitting tall on 18” (GXL) and 20” rims (VX), there is plenty of ground clearance, inviting off-road adventuring, without needing a ladder to climb into the cabin, approach and departure angles are reasonable for a stock wagon, with minimal overhangs.

Inside, the Prado has a feeling of practical luxury

The cabin is comfortable, two of us north of 183cm had plenty of head and shoulder room, and found the seats broad and deep enough with plenty of hip and legroom, aided by the height and reach adjustable steering column, power-operated in the VX.

As expected for wagons starting at $80,000, there are lots of gadgets, but everything feels practical and useful, from the power driver’s seat and auto-dimming mirror to the VX’ 12.3” central display.

Even the GXL gets a 10-speaker audio system, 14 speaker JBL in the VX, with Apple and Android, multiple USB-C chargers and a wireless charger, Bluetooth connectivity, with synthetic leather upholstery and carpeted floors.

Even the cabin ergonomics, not always a Toyota specialty, worked well, while it took some acclimatisation I could navigate the main steering wheel and console buttons without looking, items were generally grouped together, key controls fell easily to hand.

The tri-zone automatic climate control system had two adjustable outlets either end of the dash, along with rear outlets, they moved good amounts of air through the cabin.

Luggage space was good, in five seat mode we filled the back for a weekend of racing, although the floor-mounted plastic storage box felt a bit flimsy it created a flat floor with the third row stowed.

The big question was how the new driveline would perform, and it worked well, not just the drivability, but the smoothness of the 2.8-litre four cylinder turbodiesel and 8-speed auto gearbox, aided by the ‘launch assist’ hybrid drive.

Producing 150kW and 500Nm, driving was effortless, prod the accelerator and the big Toyota was away smoothly, with no clunkiness through the gears, progress was linear, the more you push, the more you go.

Pulling our trailer was like it wasn’t there, even on steep climbs out of slow corners, the transmission dropped back smoothly, with barely a blip of the engine revs.

Unlike other Toyota hybrids there was no ‘one pedal’ option, it was accelerate to go, brake to stop, the only engine shutdown was when you stopped, there was a slight jolt, not enough to disturb the quiet of the cabin.

Similarly, on restart, there was a distinct ‘bump’ as it came back to life, not aggressively, more of ‘I’m back!’, a fraction of a second before you drove off.

The system is a rebirth of one introduced by Hino (Toyota’s heavy truck arm) in 2009, unlike the Camry or Corolla hybrids, it does not engage in regular driving, the main engine does not shut down while driving, only when you come to a complete stop.

Ensuring restarts on demand, the electric motor, rather than the starter motor, spins the crankshaft, reducing strain on the starter motor.

The long wheelbase and compliant suspension absorbed the bumps and corrugations effortlessly, we didn’t test the full articulation, but long wheel travel allowed the Prado to climb over obstacles at low speed without upsetting the passengers.

The electric power steering was direct, with a slight lag, hard cornering needed pre-planning, with a 2.5-tonne kerb weight it wasn’t too be thrown into corners, it is top heavy, so expect body roll, but not uncomfortable levels.

If you are chasing a big family wagon, with go-anywhere ability capable of towing a big trailer, then the Prado is definitely worth investigating.