IT is axiomatic in the automobile industry that when a new model of an old favorite is launched, the hacks in the advertising agency append the adjective phrase “all-new” to it. In the case of the 2010 Prado, Toyota wisely decided not to mess about radically with a proven and extremely popular car but focused on upgrading and refining it instead.
Wise indeed. The Prado is its best selling vehicle in the medium 4x4 segment, which itself accounts for almost 20 percent of the total market in the UAE for example. That, however, did not stop the advertising agency rummaging in their antique-phrase box and coming up with an all-new “all-new”.
Toyota is promising better on and off-road performance for the Prado, which is a standard-bearer when it comes to serious four-wheel drive vehicles.
Improvements to the body rigidity and frame structure have improved ride comfort while the adoption of a Kinetic Dynamic Suspension System (KDSS) increases stability during city driving and improved suspension on rough terrain, says Toyota. Other additions such as the inclusion of crawl control and the introduction of the world’s first Multi-terrain Monitor which displays footage of the road conditions round the vehicle are some of the features.
Able it may be, but the Prado is a conservative design — presumably allowing the FJ cruiser to appeal to the rufty-tufty youth market. It is though sleeker and solid looking and it has got rid of the questionable “spectacle frame” rear light clusters of its forerunner.
Inside the same-but-different design follows through. It is functional and festooned with the usual array of buttons to press and the central control screen is adequate in its supply of information. The buttons are not always ergonomically placed, rather scattered and it takes a little getting used to.
There is a wealth of configurables to think about and, unless you have a guide, you cannot quite be sure which height/setting/ratio/differential-lock/terrain mode or combination of choices you need. The wealth of options is, to say the least, challenging.
Personally I would like a little less in the way of entertainment choices and more in mechanical information available.
For example, you can play with the 17-speaker surround sound, 605-watt, multi channel, with external inputs and Bluetooth capability. There is keyless entry and start, three-zone air con — front, split and rear — plus configurable instrument panel display, sat-nav and camera.
The balance here hints at its urban commitment rather than more demanding environments — but Toyota says the off-road abilities are even better. To be sure, if they are better than the previous model, then they should be impressive.
Most owners will never need them all. If you really want to do so, take the time and get to know how to get the best out of the car.
Inside all the seats can be folded and manipulated like a Rubik’s Cube, with the third row on seven-seat versions now capable of folding flush with the floor — but still providing a deeper foot well. On the top models the folding and unfolding can be done at the touch of a button inside the rear door pillar and the tailgate is side-hinged and features an opening glass hatch.
The Prado comes in a choice of two body styles and four engine options, including two diesel offerings. The short-wheelbase three-door models are available with a 160bhp 2.7-liter petrol engine. The same engine also appears in the five-door. Top of the range editions get a 271bhp 4.0-liter V6 petrol unit. The two diesels are a 94bhp 3.0 and 161bhp 3.0 Turbodiesel.
The 4.0 liter engine is derived from the previous unit and has been worked over for power and refinement. It now has Dual VVT-i (Variable Valve Technology) and is mated to a new 5-speed automatic box. The auto now has AI Shift that can change its shifting patterns depending on driving style and road conditions.
The cabin is open and airy, the seats comfortable although a little more lateral support would be welcome. The rear air-suspension soaks up potholes and bumps — albeit noisily — and the KDSS device which suppresses excessive body roll, it says, does the rest. The rear air suspension maintains constant ground clearance whatever the weight, and height is adjustable so you can raise it for off-roading.
The suspension offers Comfort, Normal and Sports settings. In our test drive, the KDSS was not entirely impressive as the Prado still swung through corners with what felt like a tall car’s lean. At least it allows the car to enter corners with some brio and haul you out with surprising composure when compared with the previous Prado.
The one niggle with the car was the very light steering — I prefer some more feedback from the steering wheel. The Prado had little feel and, when pushing round long sweeping curves, I felt isolated and just waiting for communication.
The climate control works very well and the stereo and sat-nav are all well thought-out and easy to use.
At the time of writing, Toyota had not released performance figures for the cars. We drove a VX five-door 4.0 V6 and although the acceleration felt modest, the speedometer contradicted that as did the ease with which the Prado silently swept past ditherers. It is no slouch!
The figures indicate that the Turbo-diesel is probably punchier in the low range.
The car is eager off the blocks and cruises silently and at a little under 2000rpm and 120kph, indication effortless cruising at up to 160 and beyond. The V6 four-liter lump is the engine of choice.
The 2.7-liter four-cylinder is best left to the three-door, but for a silky and potent performance the V6 petrol is the option to choose.
The gearbox produces a deft job and left alone never gets in the way. Selecting sports mode will make acceleration a trifle more aggressive but it is hardly noticeable. On our model it actually limited the revs for gear changes — presumably selecting maximum torque for changes.
Altogether, the 2010 Prado is an advance on previous models. It retains all the good features and the core values that made it a solid seller. It is a car you would buy with your head not your heart — and a good idea too!
