Posted: 2009-12-03 02:14
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








