Its not every month a brand new 4WD model comes along, and when they finally do we tend to get a little excited. There is usually several years between each update, and technology moves fast in the modern world. The last Prado arrived here seven years ago, so we were keen to see exactly what new goodies were going to keep the new 150 Series ahead of the game.



The 120 Series was already an extremely capable 4WD. With excellent wheel travel, plenty of grunt, and excellent build quality, the question was always going to be - Can Toyota make the Prado even better off-road?

To answer this in a word - yes. In fact, the all new Prado is significantly better over any terrain, thanks to a number of improved mechanical and electronic components that work together like never before.

The new model was launched at the weekend around Orange in NSW, with a mixture of exceptional 4WD tracks in the Canobolos State Forest, and a demonstration course at the Toperi 4WD Park. This was no lightweight 4WD situation - it provided us with challenging real world situations, and an excellent opportunity to see what the new Prado really is like in the hard stuff.

The Prado is available in three or five-door variants, with the three-door a diesel auto only proposition. Like before, the five-door is available in V6 or Diesel, in base GX grade, GXL, VX and Kakadu model grades (the Kakadu replaces the Grande). Three door models are the SX (which is midway between the GXL and VX in specification), and the ZR (which is midway between the VX and Kakadu in spec).

The first thing youll notice is that the 150 series features an all new body, on an equally new chassis. The basic suspension layout is similar to the old model, with a five-link rear and IFS front.

Mechanically, the engines are updated versions of what we are used to - the 3.0L turbo diesel and 4.0L V6. The diesel now has the intercooler front mounted, which significantly lowers the centreline of the bonnet to aid forward vision. The V6 is now fitted with dual VVTi and roller rockers on the camshafts, and is noticeably quicker off the mark.



The base model GX features a six speed manual transmission, as does the only other manual variant, the five-door GXL V6. All other models have a new five-speed tiptronic auto. Like the previous model the 150 series is full-time 4WD, but this time a new (Torsen) coupling is used in the transfer case. The Torsen system is a much more efficient way of distributing torque to the front or rear axle, and is still lockable in low range.

Inside the Prado is spacious, and typically Toyota with everything easy to use. The stubby lever is gone- replaced by a dash switch similar to the 200 Series. Theres plenty of storage, and the rear seats now fold flat under the floor instead of rattling around folded next to the window. Because of this, the rear floor of the seven-seat models(the eighth seat is no more) have a higher rear floor by approximately 15cm. the GX five-seat model doesnt have this problem (nor does the Mitsubishi Pajero or Land Rover Discovery). The reason for this? Toyota has stuck with the second fuel tank, which is directly underneath, meaning the floorpan isnt able to be deepened. Load space doesnt suffer badly, and its a small price to pay for extra fuel range!



Conveniently there is a 220volt household plug in the load space of the new model, meaning any household appliance can be plugged straight in, as could a fridge for that matter.

You are probably thinking the new Prado is basically a re-work of the old model, but it’s when you start looking at the technology that things change. For the first time in any 4WD, a range of 4WD traction aids that are actually worth the effort are available at an affordable price. Many of these have been around for several years now in various makes and models, but have been restricted from the market because of price.

Like before, the five-link rear is outstanding. Off-road flex is superb, and the rear wheel wells have been widened and deepened to allow the wheels to tuck nicely. The last model was goon in this respect as well, but my removing the plastic flares from all models the actually metal panel has been moved outwards to widen the opening. The Kakadu model is fitted with adaptable suspension dampers, as well as rear height adjustable airbag suspension in place of the coils.

Up front the coil-over IFS carries over from the previous model, with a number of refinements to increase travel and reduce vibration on-road. What really makes the new suspension is the KDSS, which is fitted to the VX and Kakadu five door.




A further refinement of the system in the 200 Series, KDSS is a very simple system where by two hydraulic pistons connected to the end of both front and rear anti-roll bar, and are cross connected by hydraulic lines.

On road when you corner the body will pitch to one side (as per normal driving action). Because the KDSS pistons are hydraulically locked together in this state, the anti-roll bars are fixed solidly and are forced to twist like they normally would. This limits body roll and makes the vehicle extremely stable on-road.

Off road and as the axles travel, the KDSS pistons are at different strokes, and the hydraulic fluid can move freely between the two, This decouples the end of the anti-roll bar, just like having it removed. Wheel travel front and rear is significantly improved in these models, especially in the rear.

All automatic Prados are fitted with DAC (Downhill Assist), along with the standard ABS and Vehicle Stability Control/traction control, leaving the manual GX and GXL as the traditional 4WDs of the range. DAC uses the electronic throttle control and ABS system to limit the downhill speed of the vehicle . Activated, the only input required from the driver is steering, no braking is required. Tapping the accelerator lets you over-ride the system.

Higher grade models feature a rear parking camera, as well as the new MTM Multi Terrain Monitor that gives a panoramic view of the front of the vehicle. In addition to this, there are side cameras located in the lower of the wing mirrors . The footage from each of these is shown through the in-dash monitor, divided 20/40/20 (LH side / front MTM/ RH side). To further aid this technology, there is a wheel position indicator in the centre of the instrument cluster which shows exactly what angle the front steering is at. A series of coloured lines appear on the monitor to predict the trajectory of the steering and path of the vehicle.

If you are thinking this technology is all too complicated and unnecessary, youve got to drive the vehicle to understand just how simple it is to use, and how much it actually does help you off-road. Spotting lines is made incredibly simple. The front LH camera is the most handy- you can watch the wheel turn, look for obstacles, and actually avoid trees and large rocks you’d normally not see. The front monitor is a revelation. Not only can you see forward (and spot things youd normally not see over the bonnet), you’re able to see over crests because of the panoramic angle of the camera. A major contributor to off-road knocks is blasting over a tight crest or dune, only to run into whats in the valley below. By approaching the top of the hill and looking over, you can approach the hill gently and ease through without damage.



This technology features in new Land Rover models as well, but it is considerably more affordable in the Prado. To complete the equation, top model three and five-door Prados are fitted with CRAWL control. Like the 200 Series, CRAWL uses the ABS and electronic throttle to control the speed at which the vehicle moves either forward or reverse. When activated by the dash switch next to the 4WD controller, the only driver input needed (uphill or down hill) is steering. There are five adjustable speeds (opposed to only three in the 200) so you can tailor the speed of the vehicle over any terrain.

In steep rocks and loose shale the lowest speed is best, where in sand youd use the higher speeds. Once set, the computer controls the revving of the engine and the braking. You just drive, using the monitors to help you choose the correct path. When you want to stop it’s as simple as braking and turning off the system.

So how does all this work in practice? In a word, its brilliant. Even novice 4WDers find the system simple, and are astounded by just how far you can take a standard 4WD. Old-timers will appreciate the cameras and the new-found ability to spot more accurate lines, and the advanced CRAWL system is the best way to minimise stress on the vehicle by not needlessly flogging the driveline in extreme terrain.

For those that still dont believe in technology or its reliability far away from civilisation, Toyota continues to offer models without the computer control. Base models start from $55,990, and even then are highly equipped, with all the usual cabin trims, as well as 17in alloy wheels standard.



It wont be long til we see a whole raft of aftermarket accessories, from barwork, to suspension and storage options. The Prado is the best selling SUV in this country, and the new model will be perfectly suited to the touring market. Its solidly built and guaranteed to be reliable.

Stayed tuned to the 4WD Action Youtube channel and website - well soon be bringing you footage of the new Prado as we put it to the test!

4WD Action and Toyota are giving one lucky winner the chance to join the 4WD Action crew on the Ultimate Prado test drive. You will meet up with Roothy on this six-day adventure, driving some of Australia’s finest 4WD tracks. You’have got to be in it to win it, so check out the competition on the 4WD action website:

www.4wdaction.com.au

For more info on the new Prado head over to:

www.toyota.com.au/prado

and don’t forget to check out Toyota on Facebook and twitter:

http://www.facebook.com/home.php?#/Toyota4x4


http://twitter.com/Toyota_AUS

Category: In the news

The powers that be are at it again. Convinced that we as Australians aren't smart enough to take care of ourselves, the SA Environmental Department are closing -- yes, closing -- the Simpson Desert for the entire duration of the
2008/2009 summer.

"[They are] often in a hired vehicle, with very limited four-wheel-driving experience," says regional operations director Trevor Naismith. " "No real concept of the enormous distances involved and the difficulties that are encountered in driving in desert conditions." (sic) [Source]

So, instead of putting in the effort to educate travellers who want to visit the Simpson Desert, they simply want to shut it down. While we agree that summer isn't the best time to visit the desert, we're opposed to the notion of the typical bandaid fix. What's next? No-one allowed offroad when it rains? Beaches shut off during high tide?

Australia is fast becoming one of the most regulated restricted countries in the world. Will we stand up for our right to enjoy our own country, and ensure our children have the same freedoms, or will we sit down and take it?

What do you think, is it time that we do something about it?

- Brendan Seymour

Assistant Editor
Australian 4WD Action

Category: Opinion

It’s fast becoming the age of environmental awareness and to make it clear upfront I’m all for protecting our natural state of affairs. As most 4WDers will agree, there’s nothing worst than seeing your favourite track littered with trash or some clown cutting up a track just for the sake of it. Hell, I recycle and have even been known to buy organic fruit and vegies, not to mention I’ve bought the odd power efficient light globes in my time.

But just when I’d thought I’d seen it all I come across a car park in a shopping centre that is strictly for hybrid vehicles. I thought it was ironic how much green paint was used just to mark these ‘green’ car spaces out. But I must admit, I did feel an aura of environmental awareness when I drove my 4WD past these vacant car spaces.

Brilliantly targeted marketing campaigns have really sold ‘hybrid vehicles’. You only have to look at the Toyota Prius to realise this, how many over-paid celebrities drive around in these ‘green’ vehicles because they get a bit of self satisfaction out of appearing to be environmentally friendly. It’s like an overweight person ordering a couple of supersized McValue meals and justifying it because they ordered a ‘diet’ Coke.

I don’t want to appear like I’m bashing hybrid vehicles, but they’re not that environmentally friendly that they deserve their own dedicated parking allocations. Take the Toyota Prius for example, its acclaimed fuel efficiency is 4.4L per 100km. Not bad. But just remember there are many little fuel efficient cars on the market that are getting fuel figures of around the 5.0L -7.0L per 100km, they can’t be claimed as ‘green’ because they alternate between electric and petrol power. Don’t even get me started on the fact that ‘Green’ motor vehicles are out of the price range for most of us… Maybe they call them ‘Green’ vehicles because you need a hell of a lot of green notes in your pocket to buy one?

I wonder if 4WDs will ever go ‘Green’ or will we always be relegated to the back of carparks?

- Shaun Whale

Category: Opinion

ATTENTION READERS!

We would like to point out a calculation error in the Petrol V Diesel article, ‘A matter of refinement’ (Issue 122). Referring to the claim that it was more expensive to run a diesel than a petrol, “…It would mean that a diesel owner would pay an extra $1009 a year in fuel.” Based on the fuel economy figures outlined in the article, the diesel would actually be the cheaper of the two in fuel costs each year by $254. Who ever said that calculators are easy to use?



While the diesel is obviously the more fuel efficient vehicle of the two, if you take into account the initial purchase difference it would take a diesel Sorento owner nearly 14 years to break even with the petrol counterpart. That’s not even taking into consideration the fact that servicing costs are also more expensive for the diesel. By that reasoning it is hardly an exercise in saving money when you buy a diesel these days with the price of fuel the way it is. On the other hand, we don’t want to sound like we are ‘diesel bashing’ as there’s no substitution for them in the 4WD world and in the Aussie bush. This is merely an exercise in bean counting.

Sorry if we had mislead anyone, we can assure you that we will continue to keep striving to bring you the quality no-bull journalism 4WD Action has built a reputation on doing and will do our best to make sure any blunders like that are caught before they go to print.

As the petrol versus diesel argument often sparks a lot of debate amongst us 4WDers, let us know what you think by commenting below.

- Shaun Whale