Latest news with #LandCruiserPrado
The Citizen
7 days ago
- Automotive
- The Citizen
‘New' Toyota Hilux spied again as reported 2026 debuts gets closer
Based on the latest and previous images, the Hilux won't be an all-new model, but reportedly the most extensive update handed to the current generation. 'Next generation' Toyota Hilux has been spied, once again, ahead of its reported world debut in 2026. Image: Toyota With little having emerged since the uncovering of first spy images back in January, the incoming 'next generation' Toyota Hilux has made its second appearance ahead of its supposed unveiling in 2026. Not entire new Spotted undergoing testing in Thailand where principle production takes place, the series of images, posted on social media on Wednesday (25 June), shows the still heavily disguised Hilux sporting what appears to be new headlights and a restyled grille, as well as a new front bumper. ALSO READ: This is it: 'New' Toyota Hilux emerges in first spy images At the rear, new vertical taillights clusters, seemingly identical to those of the Volkswagen Amarok, feature, along with what appears to be a new bumper with an integrated step. Same same Set to adopt the Hilux Travo name in Thailand based on the discovery of a trademark submission at the beginning of the year, the latest images by the Kurdistan_Automotive_Blog on Instagram, doesn't provide any technical details of what is believed to be another facelift of the current AN110 Hilux than a completely new model. Sporting the same silhouette as the AN110 that debuted a decade ago, the apparent most extensive refresh in its prolonged lifecycle is unlikely to result in any new powertrains, meaning the retention of the venerable 2.8 GD-6 turbodiesel engine possibly with and without the 48-volt mild-hybrid system. Set to remain on the IMV platform rather than moving to the TNGA-F that underpins the Land Cruiser Prado, Land Cruiser 300, Tacoma, Tundra, Sequoia, Lexus GX and LX, reports from Australia have, however, alleged that the Hilux could possibly receive the eight-speed automatic from the former, though this remains unconfirmed at present. Possible changes Its foundation, currently also used by the Fortuner and Hilux Champ/Rangga likely to be updated, the Hilux's interior will suggestively also undergo a series of revisions to offset its age, of which the exact extent remains unclear. Current AN110 generation Hilux has been on-sale globally since 2015. Image: Toyota Speculatively, these are likely to consist of upgraded materials, a new dashboard housing a bigger infotainment display, and possibly a fully digital instrument cluster on higher-end derivatives. More before 2026? '[Hilux] is extremely important to us as a business and a company. It is the most important vehicle we manufacture and sell… it is our core model,' Toyota South Africa Motors President and CEO, Andrew Kirby, told The Citizen on the sidelines of the Land Cruiser Prado's launch in Mozambique last year. '[The next generation] will have exciting features and upgrades I think our customers will enjoy,'. Rumoured back in 2023 as being inline for unveiling in 2025, expectations are that the Hilux will possibly debut early next year before arriving in key markets throughout 2026. Despite no clear details being known at present, expect more, and additional spy images, to emerge throughout the remainder of the year. NOW READ: Longer wait: Next Toyota Hilux and Fortuner now only due in 2026
Car and Driver
25-06-2025
- Automotive
- Car and Driver
Toyota Land Cruiser Commercial Is the Back-to-Basics SUV We Want
Toyota has turned the Land Cruiser into a commercial work vehicle for the United Kingdom. The Land Cruiser Commercial ditches the rear seats, slaps steel panels over the rear windows, and packs a stout diesel engine and permanent four-wheel drive. Sadly, this practical-minded Land Cruiser will be offered exclusively in the United Kingdom. While the previous-generation Land Cruiser sold in the United States was a pricey, luxurious off-roader, the latest Land Cruiser offered stateside is actually akin to the smaller Land Cruiser Prado sold overseas, bearing a tougher, more practical personality. Now, in the United Kingdom, Toyota is taking that capability-first approach even further, launching a new bare-bones Land Cruiser Commercial model that gets back to the SUV's workhorse roots. The Land Cruiser Commercial is converted from the passenger-carrying version and is virtually indistinguishable from the outside, but steel panels instead of rear windows are a dead giveaway to the SUV's utilitarian purpose. Toyota says this version of the Land Cruiser is targeted at workers who need to be able to get off the beaten path but don't need the open-bed abilities of the Hilux pickup. Toyota UK Inside, Toyota rips out the rear seats and installs a full-height metal bulkhead with a mesh section up top. A heavy-duty load tray sits behind this divider, and the Land Cruiser Commercial has a cargo capacity of 71 cubic feet. That's far less space than a commercial van—such as the compact Proace City that Toyota sells in Europe—but the Land Cruiser is vastly more capable over rough terrain. The Land Cruiser can also tow over 7500 pounds. We bet the Land Cruiser would have looked pretty cool on a set of steelies, but Toyota kept the commercial model looking more stylish with grey 18-inch alloy wheels. While the Land Cruiser Commercial is a workhorse, it still packs many of the same comfort and safety features as standard LCs. The Toyota Safety Sense package is present, including blind-spot monitors and parking sensors at the front and rear, and the SUV also includes a power-adjustable driver's seat, an auto-dimming rearview mirror, and automatic dual-zone climate control. The rear hatch is power operated, and even the seats and steering wheel are heated. That's quite a bit of content for a work vehicle. The dashboard features a nine-inch touchscreen with wireless Apple CarPlay and Android Auto capability. Toyota UK Under the hood lives a diesel 2.8-liter four-cylinder engine—not offered in the U.S.—paired with an eight-speed automatic and permanent four-wheel drive. For navigating unpaved roads, the Land Cruiser comes with Crawl Control, Hill-Start Assist Control, and Downhill Assist Control. Toyota says it will later add a 48-volt hybrid system to the diesel engine in the European-spec Land Cruiser, including the commercial variant. The Land Cruiser Commercial is, right now, offered exclusively in the U.K. in a single five-door, long-wheelbase configuration, with the conversion completed at Toyota's manufacturing facility in Burnaston, Derbyshire, England. The Land Cruiser Commercial goes on sale in the U.K. this fall. Sadly, we doubt we'll ever see anything like it in the U.S., and while the current Land Cruiser sold here is already more down-to-earth than the previous model, we will still yearn for a back-to-basics SUV like Land Cruiser Commercial. Caleb Miller Associate News Editor Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.
TimesLIVE
24-06-2025
- Automotive
- TimesLIVE
Toyota reveals 48V hybrid boost for Land Cruiser
Toyota Europe has unveiled a new 48V hybrid version of the Land Cruiser (known as the Land Cruiser Prado in markets such as South Africa and Australia), aimed at improving the model's environmental credentials. Much like the Hilux Hybrid 48V, this system pairs the existing 2.8 l four-cylinder GD-6 turbodiesel engine and eight-speed automatic transmission with an electric motor-generator, a lithium-ion battery and a DC-DC converter. As with Toyota's full hybrid electric systems, the battery charges during deceleration by recovering braking energy, which also improves braking performance. Once charged, the hybrid system can send up to 12kW and 65Nm through the motor-generator to assist the engine, enhancing acceleration, power and overall efficiency. The system's components have been designed and positioned to cope with harsh conditions, so off-road capability remains unaffected — including a 700mm water wading depth. TimesLIVE is awaiting confirmation from Toyota South Africa on whether this powertrain will be introduced to the local Land Cruiser Prado range.
Otago Daily Times
06-06-2025
- Automotive
- Otago Daily Times
Big tick for the big new Prado
ROAD TEST What's new? A couple of months back, fellow Drivesouth contributor Richard Bosselman introduced Toyota's all-new Land Cruiser Prado on these pages, in a fascinating comparison of the VX-variant with the old-school Land Cruiser 70-series. Today, the spotlight focuses solely on the Prado, specifically the flagship VX Limited. To re-cap, Otago leads the way nationally in its loyalty to Land Cruisers, old and new. It follows naturally, then, that the launch of the first all-new Prado in 15 years is big news, and warrants a full road test appraisal on local roads and trails. Departing from the previous fourth generation machine in its underlying chassis design and styling, featuring an across-the-range shift to diesel hybrid power, and embracing new digital technologies, this fifth generation Prado is a big step forwards in all respects. Core power comes from an updated version of the 2.8-litre turbo-diesel engine of the previous Prado, now producing 150kW and 500Nm, and operating with a 48-volt mild hybrid assist system. Already deployed on some HiLux variants, but new to the Prado, the hybrid assist doesn't raise peak outputs but instead lends a helping hand to minimise the diesel engine's fuel-burn in a range of everyday situations. Also new is the move to an eight-speed automatic transmission, delivering power via a permanent four-wheel drive with high and low ratios. Thanks to the extra rigidity of the new Prado's chassis, towing capacity has been lifted from the previous model's 3000kg to 3500kg, matching the lugging ability of the current Hilux ute. At launch late last year the range comprised four variants, all seven-seaters, opening at $83,990 for the GXL, rising to $93,990 for VX, $103,990 for the Adventure, and topping out at $105,990 for the VX Limited. Five-seater versions of the GXL and Adventure have since been added at $83,490 and $102,990 respectively. What does it look like? After three decades of successive Prado models embracing an increasingly curvaceous look, this latest variant cuts back to the straight-lined styling that was a feature of the first generation 1990 J70 Prado, and indeed of classic Toyota Land Cruisers as far back as the original 40-series of the '60s and '70s. This chunky new look clearly taps into Land Cruiser heritage, though not in the overtly retro-styled manner of the 2006-2033 FJ Cruiser. Rather, it's a fully contemporary take on a classic theme, adopting a crisp and chunky styling that is also finding favour with many larger SUVs from other brands these days. Looking at the new machine, you might be surprised to learn that it's not as tall as the model it replaces. Mind you, a small 20mm reduction in height sits alongside substantial increases in length (+165mm), wheelbase (+60mm) and width (+95mm). The bold, boxy look is far from simplistic with clever detailing at the nose, tail and along the flanks. Pairing all variants to black alloy wheels is another touch that gives this latest Prado a very contemporary appearance. What comes as standard? Holding the maximum 5-star Ancap rating, all Prado variants have a comprehensive safety suite that includes eight airbags, adaptive cruise control, lane keeping assist, blind spot monitoring with safe exit warning, rear cross-traffic alert, automatic emergency braking, auto dipping headlights, traffic sign recognition, a surround view camera system and front and rear parking sensors. Equipment levels are generous across the range. Even the entry level GLX features a 12.3-inch centre touchscreen, satellite navigation, 10-speaker audio, faux leather upholstery, tri-zone climate control, heated and ventilated front seats, a power-adjusting driver's seat, power tailgate, lockable centre-differential, wireless charging, and seven USB-C plug points. The VX adds a 12.3-inch digital instrument cluster, adaptive suspension, multi-terrain select off-road settings, a front, side and underfloor view camera system, body-coloured bumpers and wheel arches, adaptive high beam, high-spec upholstery, power adjustment for the front passenger's seat, a centre console cool box and 14-speaker JBL sound system. The Adventure and VX Limited grades then head off in distinct directions, with the Adventure having a more rugged specification, and the VX, a luxury-orientation. Both these premium variants enjoy further front-seat adjustability, heated and ventilated outboard rear seats and a digital rear view mirror. The Adventure reverts to the black plastic bumpers and wheel arches of the GLX and features a locking rear differential and a front stabiliser-disconnect system for maximum axle articulation. Like the GLX, it sits on 18-inch wheels. The VX Limited, meantime, takes a Torsen rear differential and a panoramic glass roof. Like the regular VX, it sits on 10-inch alloys and gets Sport S, Sport S+, Custom and Comfort drive modes to tap into the full potential of adaptive suspension, along with the Eco, Normal and Sport modes provided on the GLX and Adventure. What is it like inside? Sitting in the front or second seating row, life in the seven-seater Prado is a sweet dream and if you are bundled into the back it's fine, but stowing gear behind can be something of a bind. It's a bit of climb aboard, made easier by side steps and prominent grab-handles for all four doors. With a glass line some 30mm lower than on the previous Prado, visibility is improved from all seating positions. Up front, vastly better front and side visibility is a particular highlight. Separated by a broad centre console, and the lid of the chilled centre-bin doubling as an armrest, the front seats are wide, plush, and supportive. Power adjustment for both the driver's seat and steering column make finding a good driving position easy. The dual display screens sit within a single binnacle, but with the instrument screen recessed into the dash. The instrument display is standard in layout, but sub-screens pop up within it when, for example, selecting different drive modes. The centre touchscreen is clear, with decent graphics, but smartphone connectivity offers a more useful interface for everyday motoring. That said, while wired connectivity was fine, on test there were some drop-out issues connecting my android device wirelessly. A separate control panel below the centre screen handles climate control. Underneath that there's a wireless charge pad, three USB-C plug points, a conventional gearshift lever (with a manual mode but no paddle shifts), and the selection knob for the various on-road and off-road drive modes. Further buttons and switches access the hill descent system, high and low transmission ratio, centre-differential lock, traction control, and idle-up and towing modes. Other features up front include ample storage and a conventional set of steering wheel-mounted controls for audio and phone function and cruise control. The VX-Limited's panorama sunroof allows light to flood into the second and third seating rows, and in combination with the test car's light upholstery, black inserts and brush-metal highlighting, provides an ambience that is both airy and classy. Also roomy, the second seating row is provided with a separate climate control panel, further UBC-C plug and 12v points, and a fold-down centre armrest. These second-row seats fold and tumble for third-row access, but getting in is a little awkward for adults, and limited head and knee room points to children as the most suitable third-row occupants. Additional USB-C ports, cupholders, and roof-mounted air vents are provided in the back, and with these seats positioned higher than those ahead, visibility is decent. Proceed with all three rows deployed, and luggage capacity behind is 182-litres; that's better than on the previous generation 7-seat Prado, but still meagre. Folding the rear seats down boosts boot space to 906 litres, but it's an odd space as the positioning of the 48v hybrid battery under the boot floor makes no allowance for the third-row seats to fold flat. This leaves the choice of an awkwardly stepped boot floor, or a high flat floor, created by fitting a rather flimsy storage bin behind the folded seats. What's it like to drive? While noticeable on initial start-up, the turbo-diesel engine quickly slips into a subdued hum at idle, and with hybrid assist lending a hand, rarely becomes gruff under acceleration. Add fine suppression of road and wind roar, and the test car was — by the standards of anything short of a full EV — impressively quiet on the move. Aural refinement is complemented by excellent ride quality, with the adaptive suspension deftly sponging away major surface imperfections. Light but precise steering made for handier around-town progress than expected, and while this latest Prado is certainly a large vehicle, the combination of a high driving position, good visibility, and clearly defined corners made it surprisingly easy to manoeuvre with confidence in confined spaces. The excellent surround-view camera and parking sensors help in this regard too. Open-road performance is strong without being rapid, and selecting one of the more aggressive sport drive modes sharpens the handling as opposed to unleashing accelerative vim. To be fair, I favoured sticking with the "normal" drive mode on the highway haul; sportier modes do increase handling prowess, but a vehicle this big and tall is never going to dart around bends like a sports car, and the sharper handling sports setting impacts adversely on ride quality. Toyota earns a particular bouquet for equipping the Prado with a bevy of active safety systems calibrated in ways that minimise the extent to which they are annoyingly intrusive. Other brands, especially those from South Korea and China, should take note. Moving off tarmac, the test vehicle acquitted itself well both on gravel and over unmetalled trails, including through stretches that were muddy and heavily rutted. The multi-terrain select (MTS) system makes this kind of adventuring easy, with dirt, sand, mud or deep snow modes available at the push of a button and twist of a knob. Each mode activates a different combination of engine output and brake response appropriate to the conditions. Toyota's claim that MTS means "even novice drivers can take on challenging off-road scenarios with confidence" seems unwise to me, as there is always room for the inexperienced to get into trouble. That said, MTS minimises fuss and bother when traversing mud and ruts. Though not strictly necessary in the conditions, low-ratio four-wheel drive was engaged on test, along with the centre diff lock and — on one stretch — the hill descent system. Smart technology, a decent 215mm of ground clearance, reasonable approach and departure angles, and a rated slow-speed wading depth of 700mm was also appreciated offroad. Relatively road-focused tyres were a limiting consideration, though the Prado has a full-sized spare available, albeit it somewhat awkward to lower from beneath the boot floor. The hybrid set-up is there to optimise economy, with an 8.7l/100km standard cycle consumption figure. That figure was matched on test during a return city-to-airport run, but overall consumption over some 400km on test was 10.2l/100km. Verdict Utterly different from its predecessor, and all the better for being so, this latest Prado is exactly what Toyota needs to stay competitive in a market segment it has dominated for years. AT A GLANCE TOYOTA LAND CRUISER PRADO VX Overall rating: ★★★★ Design and styling: ★★★★ Interior: ★★★★ Performance: ★★★★ Ride and handling: ★★★★ Safety: ★★★★★ Environmental: ★★★ SPECIFICATIONS Price: $93,990. Engine: 2755cc four-cylinder turbodiesel engine (with 48 volt assist). Maximum combined power 150kW, maximum combined torque 500Nm. Transmission: eight-speed automatic, all-wheel drive. Safety rating: Five star ANCAP. Wheels and tyres: alloy wheels, 265/60 R20 tyres. Fuel and economy: diesel, 8.7l/100km, tank capacity 110 litres. Emissions: 230 grams per kilometre. Dimensions: length, 4990mm; width, 1980mm; height, 1992mm. By David Thomson
7NEWS
31-05-2025
- Automotive
- 7NEWS
Toyota FJ Cruiser successor revealed in patent filing
The exterior of the long-rumoured Toyota FJ Cruiser successor has been exposed in a patent filing in the Philippines. First discovered by Top Gear Philippines, the SUV bears a striking resemblance to shadowy vehicle teased at the launch of the 250-Series LandCruiser Prado, as well as the 2022 Compact Cruiser EV concept (below). All three vehicles have a stepped side window line, a C-pillar so thick it could block out the sun, and black wheel arch extensions that blend into the bumpers. Overall the design blends elements of the FJ Cruiser and the 70-Series LandCruiser. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The FJ Cruiser successor could be branded as the LandCruiser FJ given Toyota Australia successfully trademarked the name back last year. Rumours indicate the new FJ is based on Toyota's IMV-0 body-on-frame architecture which underpins the back-to-basics HiLux Champ ute. Indeed the front ends of the FJ and the Champ have a lot of similarities. Launched in Thailand towards the tail-end of 2023, the HiLux Champ is priced from 459,000 baht ($21,750). Unlike most utes seen on Aussie roads today, the Champ is available solely with a two-seat single cab layout. In short wheelbase form, the Champ with a factory tray is 4970mm long, 1785mm wide, 1735mm tall, and rides on a 2750mm wheelbase. Long wheelbase variants measure 5300mm long and have a 3085mm wheelbase. Three engines are available in the Champ. The petrol options are a 102kW/183Nm 2.0-litre, and a 122kW/245Nm 2.7-litre, with a 110kW/400Nm 2.4-litre turbo-diesel available for those who prefer compression ignition. A five-speed manual or six-speed auto are available. An earlier report out of Japan indicated the new FJ will be around 4500mm long and have a 2750mm wheelbase. Judging from patent image, the FJ will be quite a bit wider than the HiLux Champ. The same publication believes the FJ will come with the Champ's 2.7-litre four-cylinder petrol engine. That would be quite a step down from the FJ Cruiser's 200kW/380Nm 4.0-litre V6 mill. By contrast, the current 4.9m LandCruiser Prado and 5.0m LandCruiser, as well as their Lexus GX and LX siblings, are based on the TNGA-F platform. This architecture is also used by the Toyota Tacoma and Tundra utes, as well as the 4Runner and Sequoia SUVs. It's likely the FJ will significantly undercut the Prado's starting price of $72,500 before on-road costs. It will be interesting to see how the FJ is priced compared to the Fortuner SUV. The seven-seat Fortuner is based on the HiLux, and starts from $53,775 before on-road costs.
