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24-06-2025
- Automotive
- The Advertiser
2025 Toyota Prado GXL review
Toyota LandCruiser Prado Pros Toyota LandCruiser Prado Cons It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. WATCH: Paul's video review of the 2025 Toyota LandCruiser Prado Altitude Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. To see how the Toyota Prado stacks up against its rivals, use our comparison tool All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota LandCruiser Prado GX equipment highlights: Prado GXL adds: Prado VX adds: Prado Altitude adds: Prado Kakadu adds: To see how the Toyota Prado stacks up against its rivals, use our comparison tool The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. Safety equipment highlights: The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. Interested in buying a Toyota Prado? Let CarExpert find you the best deal hereMORE: Explore the Toyota LandCruiser Prado showroom Content originally sourced from: LandCruiser Prado Pros Toyota LandCruiser Prado Cons It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. WATCH: Paul's video review of the 2025 Toyota LandCruiser Prado Altitude Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. To see how the Toyota Prado stacks up against its rivals, use our comparison tool All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota LandCruiser Prado GX equipment highlights: Prado GXL adds: Prado VX adds: Prado Altitude adds: Prado Kakadu adds: To see how the Toyota Prado stacks up against its rivals, use our comparison tool The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. Safety equipment highlights: The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. Interested in buying a Toyota Prado? Let CarExpert find you the best deal hereMORE: Explore the Toyota LandCruiser Prado showroom Content originally sourced from: LandCruiser Prado Pros Toyota LandCruiser Prado Cons It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. WATCH: Paul's video review of the 2025 Toyota LandCruiser Prado Altitude Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. To see how the Toyota Prado stacks up against its rivals, use our comparison tool All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota LandCruiser Prado GX equipment highlights: Prado GXL adds: Prado VX adds: Prado Altitude adds: Prado Kakadu adds: To see how the Toyota Prado stacks up against its rivals, use our comparison tool The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. Safety equipment highlights: The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. Interested in buying a Toyota Prado? Let CarExpert find you the best deal hereMORE: Explore the Toyota LandCruiser Prado showroom Content originally sourced from: LandCruiser Prado Pros Toyota LandCruiser Prado Cons It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. WATCH: Paul's video review of the 2025 Toyota LandCruiser Prado Altitude Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. To see how the Toyota Prado stacks up against its rivals, use our comparison tool All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota LandCruiser Prado GX equipment highlights: Prado GXL adds: Prado VX adds: Prado Altitude adds: Prado Kakadu adds: To see how the Toyota Prado stacks up against its rivals, use our comparison tool The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. Safety equipment highlights: The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. Interested in buying a Toyota Prado? Let CarExpert find you the best deal hereMORE: Explore the Toyota LandCruiser Prado showroom Content originally sourced from:
7NEWS
24-06-2025
- Automotive
- 7NEWS
2025 Toyota Prado GXL review
It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? How much does the Toyota LandCruiser Prado cost? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. What is the Toyota LandCruiser Prado like on the inside? Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. To see how the Toyota Prado stacks up against its rivals, use our comparison tool What's under the bonnet? All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool How does the Toyota LandCruiser Prado drive? This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool What do you get? Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota LandCruiser Prado GX equipment highlights: Five seats 18-inch dark grey alloy wheels Front grille with 'TOYOTA' lettering LED headlights LED daytime running lights Folding body-coloured mirrors Darkened front and rear bumpers, side sills, wheel arches Manual tailgate Fabric upholstery Rubber floor mats Six-way manual driver's seat adjustment 7.0-inch multi-function instrument display 12.3-inch touchscreen infotainment system 10-speaker sound system Wired and wireless Apple CarPlay, Android Auto Four USB-C ports Embedded satellite navigation DAB+ digital radio Toyota connected services Dual-zone climate control Downhill assist control Crawl control with five speed settings Prado GXL adds: Seven-seat capacity Roof rails Rear privacy glass Silver front and rear bumper trim Power tailgate Synthetic leather upholstery Heated and ventilated front seats Eight-way power-adjustable driver's seat Leather-accented steering wheel and gear knob Auto-dimming rear view mirror Wireless charging pad Rear climate control Two extra USB-C charging ports Prado VX adds: 20-inch dark metallic alloy wheels Bi-LED headlights with dynamic auto-levelling Adaptive high-beam assist Body-coloured front and rear bumpers Over-fender (wheel arch) moulding Rear guard trim Leather-accented seats Power lumbar and memory function for driver's seat Four-way power-adjustable passenger seat Power-adjustable steering wheel Carpet floor mats Refrigerated centre console 12.3-inch digital instrument cluster 14-speaker JBL sound system Adaptive Variable Suspension Five drive modes Multi-terrain select Multi-terrain monitor Prado Altitude adds: Five seats 18-inch matte grey alloy wheels with all-terrain tyres Locking rear differential 'Stabiliser disconnect mechanism' (in place of Adaptive Variable Suspension) Black door handles and tailgate trim Black wheel arch moulding Sunroof Two-tone colours available Digital rearview mirror Heated steering wheel Head-up display Prado Kakadu adds: Panoramic sunroof Illuminated side steps Heated and ventilated rear seats Heated steering wheel Adjustable driver's seat thigh support Digital rear-view mirror Head-up display Torque-sensing limited-slip rear differential To see how the Toyota Prado stacks up against its rivals, use our comparison tool Is the Toyota LandCruiser Prado safe? The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. Safety equipment highlights: Nine airbags Autonomous emergency braking Stability control with active traction control Adaptive cruise control Lane trace assist (lane centring) Blind-spot monitoring Rear parking support brake (stops the car if a static object is detected) Front and rear parking sensors Trailer sway control Trailer pre-wiring harness 360-degree camera The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool How much does the Toyota LandCruiser Prado cost to run? Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool CarExpert's Take on the Toyota LandCruiser Prado GXL The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. Interested in buying a Toyota Prado? Let CarExpert find you the best deal here MORE: Explore the Toyota LandCruiser Prado showroom Pros Surprisingly premium interior Loads of standard tech Spacious seating Cons Seriously compromised boot Bumpy ride without adaptive suspension Short servicing intervals Top Line Specs Power: 150kW Fuel Type: Diesel Economy: 7.9L/100km CO2 Emissions: 200g/km ANCAP Safety Rating: 5 This article was originally published from CarExpert and appears with permission.
Perth Now
24-06-2025
- Automotive
- Perth Now
2025 Toyota Prado GXL review
It's now been six months since Toyota's long-awaited, fifth-generation 250 Series LandCruiser Prado replaced the top-selling, 15-year-old 150 Series, allowing enough time for the dust to settle. 2025 Toyota Prado GXL Credit: CarExpert Despite early complaints about high prices and concerns that the gap to its more luxurious Lexus GX sibling was too small, the Prado has managed to cement itself as Toyota Australia's third best selling model so far in 2025. It's behind only the omnipresent RAV4 mid-sizer SUV leader and the HiLux ute in the Japanese brand's extensive local lineup. And after losing its long-held large SUV title to the Ford Everest during the model changeover last year, it has even out-sold its most direct rival in the first five months of this year, and is well ahead of the Isuzu MU-X. The Prado has achieved that despite its lack of revolutionary gear under its angular sheetmetal, namely its engine. It's fitted with the same electrified 2.8-litre four-cylinder turbo-diesel as found in the HiLux, which belongs to an engine family introduced in 2015. With 48V mild-hybrid assistance, it's the only engine available for the boxy off-road wagon in Australia. Overseas, it can be had with a handful of four-cylinder petrol powertrains, including a hybrid, while its Lexus counterpart gets a buttery 3.4-litre twin-turbo V6. WATCH: Paul's video review of the 2025 Toyota LandCruiser Prado Altitude Still, the Prado is loaded with tech and equipment, even if some of the nicer gear like adaptive suspension isn't available on the 'Cruiser you see here. On test is the seven-seat Toyota LandCruiser Prado GXL, a popular trim level and the second most affordable Prado variant currently on sale in Australia. It still isn't cheap at a whopping $79,990 before on-road costs, though even the base GX will cost around $80,000 once it's parked in your driveway. The GXL grade in particular recently became a little more accessible with the addition of a five-seat option, bringing its starting price down by $1000. But it's still considerably more expensive than the Everest and MU-X. How does it stack up now the hype has died down? The seven-seat Prado GXL is priced at $79,990 before on-road costs, while its five-seat alternative shaves off $1000. 2025 Toyota Prado GXL Credit: CarExpert Its most direct mainstream rivals are the Everest and MU-X, both of which are also large, off-road capable ladder-frame SUVs. For the time being, both models are also available in cheaper rear-wheel drive guises, while the Prado is sold exclusively with four-wheel drive setup. Everest 4×4 variants range in price from $59,240 to $81,200 before on-roads, though they become increasingly road-oriented as prices climb – bar the off-road-ready Tremor for $76,590 before on-roads. The 4×4 MU-X lineup, meanwhile, ranges from $54,400 to $75,100 before on-roads, the latter applying to the beefed-up X-Terrain off-road flagship. GWM's hybrid Tank 500 may also be cross-shopped against the Prado, and it ranges in price from $66,490 to $73,990 drive-away. The Mitsubishi Pajero Sport, a historical Prado rival, was discontinued last year. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Utilitarian, but not as bare-bones as you might expect for a second-from-the-bottom model grade. 2025 Toyota Prado GXL Credit: CarExpert Though the additions to the GXL over the GX aren't extensive, they're quality-of-life enhancements that do wonders to elevate the cabin experience. Gone is the cloth seat upholstery, which is now replaced with synthetic leather that looks and feels premium. The leather-wrapped steering wheel and gear selector are also upgrades compared to the base GX, both of which are easy on the eyes if nothing else. It makes for a pleasant interior, and one that feels much nicer in reality than the photos would suggest. The most important omission from the GXL is a 12.3-inch digital instrument cluster, which isn't available until more expensive VX level. We still think the 7.0-inch partial-digital display is a good alternative, but not one that screams $80,000. 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert Here you'll find basic trip information on a simple graphic design, which can be scrolled through using buttons on the left of the steering wheel. The screen is flanked by gauges for temperature and fuel level, and it's generally a clean setup. The bezelled plastic panel in which this display sits incorporates the 7.0-inch infotainment system. It looks identical to the screens you'll find in most other new Toyotas, headlined by clean graphics and sharp resolution. Down the right is a ribbon for basic app shortcuts, which is easy enough to navigate but can be fiddly on the move. Another missed item is the more premium 14-speaker JBL sound system, but the standard setup in the GXL gets the job done nicely. You get wireless smartphone mirroring as standard, and while it can be considered reliable, Melbourne's toll gantries would consistently cause it to drop out – this also affects other Toyota products. 2025 Toyota Prado GXL Credit: CarExpert There's a physical climate interface below that comprises an array of buttons and switches. It's sturdy and easy to work with on the move, but we don't like the use of glossy black plastic for the upper buttons. More glossy plastic is found on the wide centre console, which is broken up by dull plastic buttons and the large gear selector. This wide, boxy section of the cabin is dominated by squares and hard edges, but it ties in nicely with the way everything else looks. All the buttons here are large and easy to find too, which helps if there's a small adjustment to be made on the move. The only hiccup is that the multitude of buttons means there's a lot to wrap your head around, though the clear labels help. Nearby are also three USB-C ports, a wireless phone charger, HDMI port, and two cupholders. 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert It all makes for a practical space – which won't become cramped when loaded with passengers and loose items – not to mention luxe with the addition of the centre console cold box. You'll find more hardy buttons on and around the steering wheel, and the level of control provided is impressive. We also appreciate that none of these buttons are touch-sensitive, which means they should stand the test of time. The utilitarian look doesn't mean the GXL is uncomfortable inside, either. Its seats are plush and offer a good range of powered adjustment on the driver's side, while the leather-clad steering wheel feels nice in the hands, and the main touch points are welly padded. Not only that, but there's also plenty of space all around thanks to the Prado's boxy stature. Though it's tall, the sturdy side steps and interior A-pillar grab handles make it easier to pull yourself into. 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert There are also handles on the B-pillars, which help to get into the second row. It's a similar story here as it is up front, with a handful of features added over the base GX that make it a nicer place to spend time. Leather upholstery is one, while you get some reclining adjustment thanks to the folding mechanism fitted for third-row access. There's also a dedicated second-row climate control interface, with pared-back buttons to adjust a few basic functions – air is then fed through roof-mounted vents. The seats themselves are fairly flat and don't provide world-class support, which is something that becomes painfully apparent on long drives. They'll be fine for commuting and school runs, though. It's a similar story for the third row, just with much less legroom. Headroom is good for both rear rows, while both third-row seats have dedicated USB-C ports, cupholders, and a small central storage tray. 2025 Toyota Prado GXL Credit: CarExpert Of course, boot space is almost non-existent with the third row ready for use, but the boot was already compromised to begin with. Bluntly, this remains the worst part of the Prado's cabin. In this seven-seat model, the third row sits atop the boot floor instead of being integrated into it – due to the mild-hybrid battery and the spare wheel being placed under the floor instead of on the tailgate. There's then an awkward plastic box at the back of the load floor to create a flat load floor, but it sits way too high above the boot floor. Additionally and annoyingly, neither the tow bar's hard carry case nor the body-coloured tow hitch cover fits in this plastic container, despite being supplied with the car. There are also large nooks around the seats and a container for things to fall into, and the cargo box can't support much weight on top. You at least get a powered tailgate with the GXL, but the compromised boot packaging still feels like a glaring oversight – especially compared to an Everest. 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert To see how the Toyota Prado stacks up against its rivals, use our comparison tool All Prados are powered by a 2.8-litre four-cylinder turbo-diesel that's largely the same as what you get in the HiLux, Fortuner, HiAce and LandCruiser 70 Series, albeit with the addition of V-Active mild-hybrid technology across the range. It also gets an eight-speed automatic transmission instead of a six-speed auto. 2025 Toyota Prado GXL Credit: CarExpert Our week with the car generally involved long-distance cruising, along with freeway commuting. The latter involved several stints in traffic which, when combined with moments of harder acceleration, contributed to our slightly higher fuel economy. Like the Everest, the Prado requires AdBlue exhaust fluid. To see how the Toyota Prado stacks up against its rivals, use our comparison tool This is where the GXL's 'base-spec' leanings become clearer, as it lacks a layer of polish. 2025 Toyota Prado GXL Credit: CarExpert The diesel engine under the bonnet is a big part of this, as it was with the old Prado, because it doesn't do the Prado any favours in terms of luxury or refinement, but you at least get strong torque figures and proven durability. The trade-off is performance and efficiency. The Prado isn't fast, and forcing it to move quickly will have it chugging through fuel. Yes, the Prado now has a mild-hybrid system, but it's about as mild as it gets. You won't notice any electric power assistance on the move, only really when the engine turns off and on at standstill. It's the same as what you get in a V-Active HiLux, which doesn't scream refinement and isn't as smooth as the Everest's biturbo-diesel four or optional V6 diesel (or the 300 Series LandCruiser's oil-burning V6). Still, it's more efficient than before, works a bit better with the extra transmission ratios, and does a competent job whether you're driving in the suburbs, towing or on a long-distance trip. 2025 Toyota Prado GXL Credit: CarExpert While the old Prado was renowned for its ride comfort (for a ladder-frame vehicle), we also find the new model's suspension setup to be harsh on the road. It doesn't seem to soak up bumps in the way we'd like, instead exhibiting a bouncy ride a bit like a ute. Of course, the Prado is still a body-on-frame vehicle, but there's a drastic difference between the GXL's chassis setup and the Adaptive Variable Suspension damping system fitted to the Prado VX and up, which feel more like an Everest. It's particularly uncomfortable on rough rural roads, and passengers in the back will suffer the worst of it. We expect this to improve with a trailer attached, a fully loaded boot, or both. But ride comfort, or the lack thereof, is what reminds you that the GXL isn't a premium variant and, like the smaller instrument display, it isn't befitting of a large SUV that costs more than $80,000 on the road. There are benefits to the firmer ride, though. One is that it should better handle an increased load over the rear axle, like a trailer, without upsetting the balance of the car as much. 2025 Toyota Prado GXL Credit: CarExpert Another is that it's surprisingly comfortable once the blacktop ends. Unlike on the bitumen, the Prado GXL somehow soaks up small bumps on unsealed roads with confidence. And given it now shares the same TNGA-F ladder frame and a similar footprint to the LandCruiser 300 Series, the new Prado brings an uptick in stability and road holding, both off-road and on. You also have decent ground clearance to work with, so reaching those remote campsites without damaging the vehicle or its contents should be easy, and larger obstacles and holes won't cause problems. If the going gets tougher, you also have the advantage of off-road drive modes, low-range gearing, and an electronic locking centre differential, all of which work as they should. A surround-view camera makes it easy to place and park the Prado, too. The GXL lacks the locking rear differential, surround-view camera, and front sway bar disconnect function fitted to more expensive variants, but it still has plenty of off-road hardware to keep you moving on all but the steepest of hill climbs. For a more detailed overview of the Prado's off-road capabilities, check out our video review 2025 Toyota Prado GXL Credit: CarExpert Both on road and off, the Prado is an easy car to drive. Power delivery is smooth and consistent, and the eight-speed automatic works well in most use cases. The steering is direct and while it has a solid feel, it becomes heavier when you engage sport mode. Like the old Prado, you will notice some body roll around turns, but the car doesn't feel unwieldy in the same way a lot of large SUVs can – likely a byproduct of its suspension tune. The Prado is also equipped with a comprehensive suite of safety gear, even from the bottom of the range. These systems are all reliable, including the adaptive cruise control and lane-centring functions that follow lanes and adapt to traffic. It's reluctant to apply more aggressive steering lock though, which means it'll likely ask you to take over when travelling on windy rural highways, and none of the safety gear is too intrusive. 2025 Toyota Prado GXL Credit: CarExpert Visibility out of the cabin is good, though it'll take a moment to get used to the vertical side mirrors if you're coming from a more traditional SUV. One thing that annoys us is the Prado's requirement of AdBlue, which is housed in a 17.4-litre tank and needs to be refilled every 8000km on average. It's the first time a Toyota has needed AdBlue in Australia, and it's inconvenient that refilling the tank isn't a service item. It isn't necessarily inconvenient to refill the AdBlue at a service station, but it's a significant switch-up for people coming from older Prados. Like other Toyotas with this engine, it also conducts frequent diesel particulate filter (DPF) burn-offs while on the road. These are only small hold-ups in the grand scheme of things, and overall the GXL provides a decent driving experience. We'd just rather a Prado with adaptive suspension, which is the only real factor that detracts from an otherwise well-behaved vehicle. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota offers five trim levels for the Prado in Australia, and the GXL is second from the bottom. 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota LandCruiser Prado GX equipment highlights: Five seats 18-inch dark grey alloy wheels Front grille with 'TOYOTA' lettering LED headlights LED daytime running lights Folding body-coloured mirrors Darkened front and rear bumpers, side sills, wheel arches Manual tailgate Fabric upholstery Rubber floor mats Six-way manual driver's seat adjustment 7.0-inch multi-function instrument display 12.3-inch touchscreen infotainment system 10-speaker sound system Wired and wireless Apple CarPlay, Android Auto Four USB-C ports Embedded satellite navigation DAB+ digital radio Toyota connected services Dual-zone climate control Downhill assist control Crawl control with five speed settings Prado GXL adds: Seven-seat capacity Roof rails Rear privacy glass Silver front and rear bumper trim Power tailgate Synthetic leather upholstery Heated and ventilated front seats Eight-way power-adjustable driver's seat Leather-accented steering wheel and gear knob Auto-dimming rear view mirror Wireless charging pad Rear climate control Two extra USB-C charging ports Prado VX adds: 20-inch dark metallic alloy wheels Bi-LED headlights with dynamic auto-levelling Adaptive high-beam assist Body-coloured front and rear bumpers Over-fender (wheel arch) moulding Rear guard trim Leather-accented seats Power lumbar and memory function for driver's seat Four-way power-adjustable passenger seat Power-adjustable steering wheel Carpet floor mats Refrigerated centre console 12.3-inch digital instrument cluster 14-speaker JBL sound system Adaptive Variable Suspension Five drive modes Multi-terrain select Multi-terrain monitor 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert 2025 Toyota Prado GXL Credit: CarExpert Prado Altitude adds: Five seats 18-inch matte grey alloy wheels with all-terrain tyres Locking rear differential 'Stabiliser disconnect mechanism' (in place of Adaptive Variable Suspension) Black door handles and tailgate trim Black wheel arch moulding Sunroof Two-tone colours available Digital rearview mirror Heated steering wheel Head-up display Prado Kakadu adds: Panoramic sunroof Illuminated side steps Heated and ventilated rear seats Heated steering wheel Adjustable driver's seat thigh support Digital rear-view mirror Head-up display Torque-sensing limited-slip rear differential To see how the Toyota Prado stacks up against its rivals, use our comparison tool The 2025 Toyota LandCruiser Prado has a five-star ANCAP safety rating based on testing conducted by ANCAP in 2024. 2025 Toyota Prado GXL Credit: CarExpert Safety equipment highlights: Nine airbags Autonomous emergency braking Stability control with active traction control Adaptive cruise control Lane trace assist (lane centring) Blind-spot monitoring Rear parking support brake (stops the car if a static object is detected) Front and rear parking sensors Trailer sway control Trailer pre-wiring harness 360-degree camera The VX, Altitude, and Kakadu grades gain tyre pressure monitoring. To see how the Toyota Prado stacks up against its rivals, use our comparison tool Toyota Australia backs its cars with a five-year, unlimited-kilometre warranty. Servicing for the Prado is required every six months or 10,000km (whichever comes first), which is more often than all of its rivals. 2025 Toyota Prado GXL Credit: CarExpert For context, the Ford Everest and Isuzu D-Max both require servicing every 12 months or 15,000km, while the GWM Tank 500 is due every 12 months or 10,000km. To see how the Toyota Prado stacks up against its rivals, use our comparison tool The latest iteration of the Prado is a generally strong offering, but there are a few hiccups that detract from the nameplate's reputation. 2025 Toyota Prado GXL Credit: CarExpert There are quite a few positives, namely in its tough styling, durable engine, and rock-solid Toyota build quality. There's plenty of space in all three rows, which is appropriate for a family vehicle that's intended to be capable of long-distance mass transport. It's also decent off-road, even if this GXL grade misses out on a handful of off-road systems reserved for higher-spec grades. Its interior is lightyears ahead of the old Prado and the GXL offers a meaningful upgrade over the GX too, punching well above its position in the Prado pecking order. But its diesel engine is still gruff and lacks the grunt for a vehicle this size and weight, and the ride on its standard suspension is too ute-like for our tastes. As the engine is the same across the range, the suspension is the only thing holding the GXL back on-road – leading us to recommend the VX instead. Then there's the boot situation, which is as unappealing, inconvenient and feels like an uncharacteristic afterthought by Toyota. Unfortunately, this is something ingrained into the J250 Prado's DNA, and its more luxurious Lexus GX sister model does better with the same packaging limitations, although it's not perfect either. 2025 Toyota Prado GXL Credit: CarExpert The Prado has short service intervals and isn't cheap either, and we don't think the GXL does enough to justify its price position. VX pricing makes a bit more sense, but there's no getting around the fact the Prado is generally an expensive vehicle. Yes, it feels more premium than the Everest and MU-X, but those vehicles are much better-rounded packages despite being cheaper. At the end of the day, it's hard to argue with the 13,406 people who bought a new Prado to the end of May this year. In the same period, Ford has managed 9589 Everest deliveries and Isuzu has shifted 5785 examples of its MU-X – making the Prado the clear favourite among Aussies shopping in this segment once again. There's no doubt the higher-spec Prados get the job done better because they tick more of the chassis hardware boxes, although they have the same compromised packaging, so it remains to be seen whether the GXL continues to be the most popular Prado in the range. 2025 Toyota Prado GXL Credit: CarExpert Interested in buying a Toyota Prado? Let CarExpert find you the best deal here MORE: Explore the Toyota LandCruiser Prado showroom Surprisingly premium interior Loads of standard tech Spacious seating Seriously compromised boot Bumpy ride without adaptive suspension Short servicing intervals Power: 150kW Fuel Type: Diesel Economy: 7.9L/100km CO2 Emissions: 200g/km ANCAP Safety Rating: 5
The Citizen
11-05-2025
- Automotive
- The Citizen
R1-million Isuzu MU-X will struggle to catch Fortuner and Everest
Isuzu's seven-seater SUV updated with attractive new looks and more technology. The Isuzu D-Max holds a comfortable place at the local top bakkie table, but its SUV sibling, the MU-X, is akin to the adage of having a brother in prison. You love him, but do not speak about him. Like the bakkie segment, the body on frame SUV space is also headed by Toyota. In an average month the Fortuner holds around half of the market share, with the Ford Everest a distant but steady second. The third place is an almighty scrap between the Isuzu MU-X and Mahindra Scorpio-N, with the Mitsubishi Pajero Sport also in the mix. But even during months when the MU-X does edge the Scorpio-N, it doesn't come close to the kind of market share the D-Max has established in the bakkie race. Or in markets like Australia for example. Slowly but surely Isuzu is not under the illusion that the facelifted MU-X is going to perform miracles. But the Japanese manufacturer hopes it can at least build on the gradual single-digit percentage growth the SUV has achieved since the introduction of the second generation locally in 2021. The facelifted version of the seven-seater SUV features styling enhancements and more technology on board. It keeps the 1.9 and 3.0-litre powertrains from before across six models, with the refined flagship model now adopting the Onyx XT moniker in becoming the first local Isuzu to break the R1-million barrier. Seeing the facelift MU-X from the front approaching from a distance gives off serious previous generation Mercedes-Benz GLE vibes. The updated Isuzu MU-X features a redesigned front bumper which houses a model specific grille flanked by redesigned LED headlights. The grille and redesigned fog lights bezels share the same honeycomb pattern, with the ISUZU lettering moving up from the grille to below the bonnet line. The Onyx XT rides on 20-inch gloss black alloys. Picture: Isuzu Onyx XT looks the part The German inspired styling continues at the rear were the full-width lightbar between the revised LED taillight cluster is reminiscent of the Audi Q8. LS and LSE models ride on 18-inch alloy wheels, with the Onyx XT kitted out in gloss black 20-inch rims. The latter works a charm along with a blacked-out grille with the XT badge, magnetite accents, gloss black wheel arch cladding and black side steps, mirrors caps and roof rails. Moving to the inside, the MU-X's dashboard has been revamped, while new colours feature on the doors and armrests. The seats also feature reworked leather patterns. ALSO READ: Can new entry-level Isuzu MU-X dent Toyota Fortuner's pride? More tech inside Isuzu MU-X Now standard across the range is a nine-inch infotainment system with wireless Apple CarPlay and Android Auto. The touchscreen systems now feature five touch-sensitive switches alongside the two rotary dials as before. The instrument cluster features a redesigned seven-inch multi-information display flanked by an analogue tachometer on the left and fuel and temperature gauges on the right. Standard across the range is push-start, electric front seats and front and rear parking sensors. In addition, LSE models get 360-degree camera and paddle shifters, while the Onyx XT boasts adaptive cruise control and heated front seats. A nine-inch infotainment system takes centre stage. Picture: Isuzu No change in power A decent set of safety systems is standard across the range, with the Isuzu MU-X Onyx XT benefitting from advanced systems like lane departure warning. The 1.9-litre blown diesel mill produces 110kW of power and 350Nm of torque, sent to the rear wheels via six-speed automatic transmission. The 3.0-litre turbodiesel engine produces 140kW/450Nm and is also mated to a six-speed auto box. All-wheel drive is standard on the Onyx XT, while the other 3.0-litre models offer a selection between rear-wheel or four-wheel drive. Smooth drive A recent launch drive around the Cape Winelands was enough for the 3.0-litre mill to prove to The Citizen Motoring that it has plenty of urge with little turbo lag. It offers a refined ride with smooth gear changes. Off the beaten track, the MU-X is as capable as you'd come to expect from an Isuzu off-roader. The updated Isuzu MU-X looks and feels better than its ever been. But the reality is that it is still playing catch-up to the Ford Everest and dated Toyota Fortuner. It's hard to imagine a price tag that breaches seven digits for the flagship will be justified for many more than the Isuzu faithful. Isuzu MU-X pricing MU-X 1.9 Ddi LS 4×2 AT – R752 300 MU-X 3.0 Ddi LS 4×2 AT – R852 600 MU-X 3.0 Ddi LS 4×4 AT – R939 500 MU-X 3.0 Ddi LSE 4×2 AT – R886 700 MU-X 3.0 Ddi LSE 4×4 AT – R973 700 MU-X 3.0 Ddi Onyx XT 4×4 AT – R1 026 800 *Pricing includes five-year/90 000km service plan and five-year/120 000km warranty.
The Advertiser
09-05-2025
- Automotive
- The Advertiser
2025 Isuzu MU-X X-Terrain review
Isuzu MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from:
