2025 Toyota LandCruiser Prado Altitude Review
Overview
MAJOR improvements in the suspension and chassis have radically lifted the comfort and dynamics of the latest LandCruiser Prado from its previous shopping trolley and school drop-off queen persona.
In its 2024 overhaul, which introduces the fifth generation of the Prado lineage, the ‘proper’ 4WD takes a quantum leap in handling and edges into the territory of a quality SUV, with precise steering complementing a well-sprung front-end that’s streets ahead of the predecessor’s vague and spongy feel.
With it, the wagon is more lively, easier to control and above all, safer. Cornering at highway speeds can be taken with confidence without any guesswork or heart-in-mouth moments. For a parent who has selected a LandCruiser Prado, this new generation is far better suited to transporting the family.
The new gen’ introduces the Altitude, a nameplate previously used for limited or special-edition models, which this time sits at the top of the new Prado’s off-road focused tree with a $92,700 (plus on-road cost) price.
The Altitude is the one for those inclined to venture off the road and for those who want all the fruit but less off-road focus, the Kakadu ($99,900 plus costs) remains the nameplate’s flagship.
Prado also comes as a GX, GXL and VX, priced from $72,500 plus on-road costs. Step back a year and the cheapest Prado was $58,400 +ORCs.
What’s new? Start with the Prado’s chassis and work up. The styling is boxy, trending Defender and Santa Fe but clearly family-related to the HiAce. There’s a lift-up tail, replacing the split gate or side-hinged door, and the spare wheel moves beneath the chassis rails.
It’s on a new chassis with a longer wheelbase of 2850mm (up 60mm), front and rear tracks are broader at 1664mm and 1668mm (up 79mm and 83mm respectively), while the vehicle length is 4990mm and width is 1980mm (up 95mm). The body length is 165mm longer than its predecessor but overall length is only 5mm, thanks to the removal of the spare tyre.
Ground clearance improves, now 221mm for the Altitude, a rise from the Kakadu (previous model equivalent) at 219mm.
The extra vehicle length means the turning circle grows to 12.0m from 11.6m and, ostensibly, cabin room is better (it is) but while luggage space is up, it’s marginal. The boot size is 906 litres (third row flat) compared with the old model at 742 litres, but with the two rows retracted, available space is 1833 litres, up slightly on the old model at 1829 litres.
It also now tows up to 3500kg (braked), up from 3000kg.
The 2.8-litre four-cylinder turbo-diesel is basically the same (and sounds it) at 150kW/500Nm but now it has 48-volt electric motor assist and drives through an eight-speed auto to a full-time 4WD system.
The steering is electric-assisted and feels it by being lighter. The firmness of the old model, especially at cruising speed, is likely to be missed by many although is outweighed by the benefits of the lighter electric system in close confines.
But the old manual park brake, a boon for any off-roader, has gone, replaced by an electric system with a console-mounted button.
Altitude has a bundle of good stuff (see below) but keeps it dirt honest with 18-inch wheels and tyres (Toyo Open Country) which offer a superior aftermarket rubber choice and give better cushioning and ride compliance than the 20-inch units on the other variants.
The Altitude also keeps the outward appearance of the two other dirt-spec versions, the GX and GXL, with black bumpers and wheel arch mouldings.
Inside it gets the similar feature list as the VX, balancing off-road ability with city-life convenience and luxury.
Drive impressions
I read my notes on the previous Prado generation and was quickly aware that I wasn’t terribly impressed and that the things I didn’t like have, in the main, been rectified.
Sadly, Toyota spent a wheelbarrow full of money on making this a much better go-anywhere wagon and I just know I’m still going to see the nameplate lined up outside every school in my district and outside every shopping centre across the country.
I’m hoping that some make it into the bush. There, their owners will discover a Goldilocks SUV that does everything pretty much spot on. The Altitude is comfortable, right-sized, can tow, can cross streams and sand hills, fits the kids (across five seats), plays music beautifully (via an impressive 14-speaker JBL audio) -- and is as safe as houses while being fun to drive.
‘Fun to drive’ is a new one for Prado. In 2020, while testing the previous gen’s GXL, I said of its ride that: “For ride quality, it’s certainly a comfortable machine but its handling dynamics on bitumen tend towards wallowing through corners and keeping the driver on the ball with off-centre steering vagueness”.
“Pitch this into a corner and it will need some guidance to follow a perfect arc and will be upset by road irregularities. Take the same bend in a Kluger and it’s a more confident manoeuvre requiring less driver input, so less occupant uncertainty.”
I’m glad you read that because now you can forget it. The latest Prado shrugs off words like ‘wallow’ and ‘vague’, ‘upset’ and ‘uncertainty’.
The suspension and chassis changes also bring better bump absorption and greater resistance to mid-corner road irregularities, a more compliant and progressive spring action that benefits occupant comfort, and a stiffer chassis to nail down any unintended flex.
A lot of the improved driver feel is immediately appreciated on the road where the Prado will turn in more accurately and the electric steering giving a lighter touch to the manoeuvre.
Road bumps, particularly where the bitumen has been rippled by the effects of larger vehicles, are almost ignored in this model.
But it is on corrugated dirt roads and uneven limestone tracks where the Prado really shines. It was always a vehicle that could be driven hard along unforgiving roads but now it does all that plus reduces feedback to the cabin.
Suspension changes are mainly refinement – it still uses a four-link live axle rear and wishbone front introduced in 1996 – under the theory that if it ain’t broke, don’t fix it.
The Altitude tested here comes with a lot more off-road focused gear – hence the 18-inch rubber over the city-friendly 20-inch rubber of the other variants.
It includes disconnecting front anti-roll bars, controlled from the driver’s seat. The concept means the bars can’t do their job of tying down both ends of the suspension travel so the wheels are free to extend travel to maximum articulation.
I guess it works in extreme situations because it didn't make any difference on this off-road testing. Still, nice to have it in case you need it...
The Altitude also gets the centre Torsen diff and an electrically-lockable rear diff. It doesn’t get the adaptive variable suspension of the VX and Kakadu, and probably doesn’t need it.
Further enhancement of the off-road ability is the terrain select program that gives access to five modes for high-range driving (mud, snow, sand, dirt, and auto), and four for low-range driving conditions (mud, sand, rock and auto).
The programs primarily determine wheel spin – needed in most cases to clear snow and mud, but not for rock and many sand courses. The test worked well in sand and on firm surfaces and even better in conjunction with crawl control in low range through sand.
Many owners may dismiss the electronics as unnecessary but the terrain select functions have roles in situations unknown to the driver, or for novice drivers who prefer to let the vehicle take control. Regardless, it’s a good system and a welcome addition to the Altitude's off-road arsenal.
The chassis is a TNGA-F design so is shared with the Lexus GX and Land Cruiser 300. But it's more precise than the 300, mainly because it weighs less and feels a lot nimbler.
The engine remains pretty much identical to the previous mill – and one also used in the Hilux and Fortuner – but now gets a 48-volt kick through a mild hybrid system and an improved emission score thanks to its SRC catalytic system that – for the first time in the model – uses Adblue (basically ammonia) injection via a secondary tank.
Toyota says the 17.4-litre tank drinks at one litre per 500km, or 8700km between fills.
How does this feel? Basically, it doesn’t. You can’t pick the electric motor doing anything but Toyota says it smooths out the power delivery while adding a bit of power.
A belt-driven motor system, however, is a lot less complex than a flywheel-driven motor for idle-stop applications.
There has been a lot of hidden work inside, with a tweak of the turbocharger (smaller and more efficient); larger alternator; new intake system; and new engine mounts.
The hybrid system uses a belt-driven motor-generator rated at 8.4kW/65.0Nm that can deliver an extra bit of power to the engine when accelerating and activating the stop-start system. It also acts as a regenerative device to charge up the on-board lithium-ion battery.
But the elephant stamp goes to the new transmission for doing most of the heavy lifting in making this a much better Prado. The eight cogs spread the load, tighten up acceleration by better placing the engine in its most effective torque band, saves a bit of fuel and lowers engine noise.
Toyota claims 7.6 litres per 100km (10.2L/100km on test) which is down from 7.9L/100km of the previous model. Not a big drop but there are other considerations, including the weight of the new model which is up about 140kg.
Interior space is very good, with seating for five adults and liberal leg and head room. The Altitude is a five-seater variant (go to VX if you want luxury and seven seats) with excellent boot space and a spacious, light and airy cabin.
There’s lots of information for the driver and lots of buttons with which to get familiar. With the removal of the manual park brake, the centre console has opened up and now contains a lot of buttons for functions including on and off-road driving modes, a multi-terrain rotary select dial, rear differential lock, high/low transfer case switch, and the anti-roll bar disconnect switch.
The Altitude gets satellite navigation, heads-up display, 12.3-inch touchscreen, electric steering-wheel adjustment, compatibility with Apple CarPlay and Android Auto, and so on. The functions work well although I was more inclined to use manual buttons rather than fingers for navigation.
There is also a sunroof, heated and ventilated front seats, heated steering wheel, JBL audio and electric adjustment for the front seats.
All Prados get Toyota Connected Services that allow customers to access a range of remote vehicle information and offer communication with emergency services in the event of an accident.
Multimedia Connect is a second service which includes sat-nav upgrades. Its complementary for the first year, and after that, Toyota Connect+ costs $9.95 a month while Multimedia Connect is $12.50 a month.
Importantly, the Prado also picks up a second-generation Safety Sense pack that includes autonomous emergency braking and detection of cyclists, motorcyclists, other vehicles and pedestrians day and night at about twice the distance as the previous generation system.
There’s also driver assistance systems for on and off-road environments including vehicle stability control with active traction control, downhill assist control, crawl control (with speed settings) activated for uphill and downhill manoeuvres, and trailer sway control.
The Altitude also has four cameras allowing the driver to view objects close to the underside, ideal for off-road work.
Warranty and service sees the Prado covered with Toyota's now standard five-year / unlimited distance warranty.
Service intervals are much longer than rivals at six months or 10,000km. That’s twice as many visits to the dealer’s workshop as most other competitors.
Aside from the annoyance at visiting the dealer twice a year, the capped-price service (CPS) cost is affordable, although more expensive than before.
The CPS is for five years, so 10 services, at $390 a visit, up from $240 a visit, to a maximum of six services, previously.
There is no free roadside assistance - again, unlike most rivals - but owners can pay an annual fee to join the Toyota Assist program.
Is it a better Prado than the previous gen?
Absolutely.
