In This Article...
How much does Prado weigh?
The LandCruiser Prado is a huge SUV that was made in Japan, with used car pricing from a dealer starting at $72,300.
The LandCruiser Prado is a four-wheel drive, seven passenger vehicle with four doors and a 2.8L DIESEL TURBO 4 engine. It is connected to a six-speed automatic transmission and produces 150 kW of power at 3400 rpm and 500 Nm of torque at 1600 rpm. According to TOYOTA, the LandCruiser Prado VX emits 209g of CO2 and uses 7.9L/100km of diesel in a mixed city and highway cycle. With a 150L gasoline tank, it should be able to cover 1899km on a single fill-up.
The LandCruiser Prado weighs a total of 2385kg (5258.0 lbs) when it is empty due to its dimensions of 1890mm (74.4 inches) in height, 4995mm (196.7 inches) in length, 1885mm (74.2 inches) in width, and 2790mm (109.8 inches) in wheelbase. The front and rear tires on the LandCruiser Prado VX are sized 265/60 R18 as standard equipment. Every six months or 10,000 kilometers, whichever comes first, it needs to be serviced.
The ANCAP gave the LandCruiser Prado a rating of 5 stars. The compliance plate is on the lower pass side center pillar, and the VIN number is positioned on the driver side front chassis. An illustration of a VIN number might be JTEBR9FJ705123456.
Land Cruiser or Prado: Which is superior?
We’ve discussed the slight parallels and contrasts between these two brands so far. Which one is superior remains to be determined. Unsurprisingly, the Land Cruiser is the superior vehicle in every respect. Yes, we are aware that it is more expensive, but in contrast, its power is unmatched! Both vehicles use turbo diesel, however the Land Cruiser has the advantage due to its V8 engine and additional horsepower, making it the superior vehicle. The extra power won’t prevent someone from maintaining a behemoth like the Land Cruiser because a diesel fuel tank is simple to handle.
Additionally, the Landcruiser stands apart from the Prado because to its airbags. In addition to the regular eight airbags, there are two rear airbags on the passenger side. It is unquestionably safer to have ten airbags overall than seven airbags, none of which are on the passenger side of the back seat. Given that both rear AC units function similarly and have rear parking sensors, some of the changes may appear to be less significant. However, the Landcruiser has the most of the advantages.
What distinguishes the Prado 150 series from the 120 series?
With approximately 150,000 units sold since the second-generation 90 Series was introduced here in 1997, TOYOTA has elevated the LandCruiser Prado to household name status.
In addition to a host of new features, the new Prado will benefit from Toyota’s extensive dealer network, large marketing budget, and reputation for dependability to help offset the drawbacks of an outdated diesel, higher costs, more weight, and a smaller seating capacity.
Prices have increased by at least $2450 for the GXL diesel, reaching $8900 for the top-tier Kakadu model.
The difference between lower-spec versions and identical Pajero models is about $2000 to $4000, but it increases to over $14,000 as you move up the range. Even Land Rover’s $81,990 Discovery 4 SE, which is much more powerful but less well-equipped, seems attractive in comparison to the $89,990 Kakadu.
The brand-new body of the Japanese-designed Prado 150 is installed on a separate chassis with strut front/live axle rear suspension that was taken from the 120 Series and modified.
In comparison to the 120 Series, the 150 Series is 80mm longer, 10mm wider, 15mm lower, and has a 30mm wider track. The wheelbase and off-road angles are the same as the 120 Series, while the standard hard spare wheel cover makes up half of the length increase.
The three-door is 1875 mm tall, 4485 mm long (445 mm shorter than the five-door), and has a 2455 mm wheelbase (2790mm for the five-door).
Together with the reduced wheelbase, its rear overhang of just 1135mm (110mm less than the five-door) enhances both the break-over angle (25 degrees versus 22 for the five-door) and departure-angle of the vehicle (26 degrees versus 25 for the five-door).
Due to the stronger, safer body and upgraded equipment, the 150 Series five-door is between 150kg and 200kg heavier than its predecessor.
The Prado’s interior is 35mm longer, 5mm broader, and the driver and passenger are 30mm apart. The third row now collapses into the floor, losing one seat in the process, leaving a seven-seater. According to Toyota, fewer occupants reduced weight and studies revealed that owners hardly ever used the additional capacity.
There are three child seat anchor points installed in the seatback of the second row, which is divided 40-20-40. The tailgate has a new hydraulic locking strut and is still a one-piece side-swing construction (which still only locks the door in the fully open position).
The twin-tank five-door model’s fuel capacity has been reduced from 180 liters to 150 liters, while the three-single door’s tank can hold 87 liters.
In order to boost the front pillar’s buckling strength, improve energy absorption, and lessen body deformation, Toyota says it installed multi-layer front pillar reinforcements between the roof rail reinforcement and cowl. Side-collision performance has increased because to improvements such as high-strength outer sill reinforcements.
For enhanced lateral strength, the center pillar and sill are made of super-high tensile steel, while the front pillars and roof-rail reinforcements are made of high-tensile steel. Cross elements are positioned to help disperse impact energy and prevent cabin deformation, including a center beam with various load paths.
The entire line comes equipped with seven airbags (front, front side, side curtain, and a driver’s knee airbag). VSC electronic stability control, All-terrain Traction Control (A-TRC), and an anti-lock braking system (ABS) with electronic brake-force distribution (EBD) and brake assist are examples of active safety systems available on all models (BA).
The side pillars and roof trim are head impact-absorbing structures inside, and the doors include foam-padded interior panels and crushable armrests to lessen pelvic and abdominal injuries in the event of a side accident. First-time usage of brand-new active front-seat head restraints that reduce whiplash injuries.
The front guards, cowl, and bonnet designs all increase pedestrian safety. Crush points have been added to the guard brackets and the guard protectors have been designed to lower in the event of a head-on collision. The bonnet has an energy-absorbing construction with crush points beneath the hood striker reinforcement to absorb impacts. To boost its capacity to absorb impact energy, the back of the cowl includes a tiered cowl louvre and an energy-absorbing open cross-section.
Toyota is eager to emphasize that the Prado is a true off-road vehicle and that its owners actually enjoy exploring nature, claiming that 44% of Prado owners do it at least once every month.
Although such self-reporting statistics can be phony, they might have some validity considering the popularity of the Prado alternatives. 80 percent of private Prado buyers will install a towbar, and more than 50 percent will install a bullbar.
The three-towing door’s capacity is still 3000 kg, while the five-roof door’s load capacity is still 80 kg.
There are two grades in the new three-door line-up (SX and ZR), both of which are only available with the diesel paired to the auto transmission, and four grades in the new 150 Series five-door range (GX, GXL, VX, and Kakadu), each of which is available with either a petrol or diesel engine.
The GXL is currently the only manual gasoline vehicle available; the GX was previously only offered with the diesel engine. The Grande is replaced by the Kakadu, while the entry-level Standard is gone.
Due principally to the addition of dual VVT-i, the 4.0-liter V6 petrol engine produces more power and torque as well as better fuel economy and emissions outputs (variable valve timing). The VVT-I system in the earlier V6 was limited to the inlet valves.
The updated V6 offers 9Nm more torque, making 381Nm available at 4400 rpm, and 23kW more power, or 202kW at 5600 rpm.
The new VVT-i system, the smoother body of the 150 Series (which has an aerodynamic drag coefficient of 0.35 vs 0.37 for the old model), and the use of low-viscosity driveline oil all contribute to the V6 using less gasoline.
The petrol automatic five-door model’s efficiency has increased by 12%, resulting in combined fuel consumption of 11.5 liters per 100 kilometers (down from 13.1L/100km) and CO2 emissions of 271g/km (down from 314g/km).
In comparison to its predecessor’s 13.6L/100km combined economy, the petrol manual vehicle achieves 13.0L/100km.
The six-speed manual or five-speed automatic transmissions are still options for the gasoline and diesel engines, but the automatic transmission now has a sequential shift mode in place of the gated lever found on the 120 Series.