2025 Toyota Prado vs LandCruiser 300 Series: SPEC BATTLE!

We investigate how the upcoming Prado 250 Series measures up against its big brother, the LandCruiser 300 Series.

The new off-roader is based on the brand’s TNGA-F underpinnings shared with the ‘full-size’ 300 Series Cruiser and Lexus GX. Those reading in other parts of the world may be a little confused – in the United States, there is now only one LandCruiser, the 250 Series that we call the Prado.

This article addresses all the differences between the new Prado and the ‘full-fat’ V6 LandCruiser 300 Series. Let’s dive in to the differences 👇

JUMP AHEAD

• Dimensions
• Chassis and towing
• Engines
• Interior and cabin design
• Pricing

Dimensions

The 300 Series LandCruiser is the larger of this pair, though its wheelbase was unchanged from its 200 Series predecessor.

With the new 250 Series Prado adopting the same GA-F underpinnings as the 300 Series, the gap between jumbo and junior has closed significantly – the pair share identical wheelbases.

The 250 Series moves its spare tyre under the floor with no on-the-door option. It’s 95mm longer than the old Prado and the same interval wider, as well as 10mm taller and riding on a 60mm longer wheelbase. Toyota's bigger LandCruiser also boasts better off-road credentials, with an extra 24mm ground clearance and preferable approach/departure angles.

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Chassis and towing

The Prado moves to the new GA-F ladder frame platform introduced with the 300 Series.

Its 50 per cent more rigid frame promises to increase the Prado's overall stiffness by 30 per cent compared to the old 150 Series that was launched in November 2009, aiding ride, handling and response. The Prado also scores a new button-controlled front sway-bar disconnect feature (different to the old hydraulically-operated KDSS) that allows greater articulation for the double wishbone independent front axle. A four-link solid rear axle remains at the back.

This is a very similar setup to the 300 Series, which also has a double-wishbone front and solid rear axle. The 300 Series' E-KDSS (on GR Sport variants) is also electronically controlled, but not by the driver. Instead, software calculates when sway bars need to be disconnected.

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The 250 Series LandCruiser Prado adopts the same electronic power steering hardware as the 300 Series LandCruiser for a lighter feel and more immediate response than the 150's hydraulic rack.

The new LandCruiser 300 Series is certified to tow a load up to 3500kg with trailer brakes installed. An unbraked trailer maxes out at 750kg. Depending on the variant, the 300 Series LandCruiser’s payload fluctuates between 650kg (VX/Sahara/GR Sport) to 785kg (GX).

Toyota Australia has officially announced the new Prado will offer a 3.5-tonne braked towing capacity, matching the latest Ford Everest and Isuzu MU-X.

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Engines

Under the bonnet of Aussie Prados will be the familiar ‘1GD’ 2.8-litre turbo-diesel four-cylinder producing 150kW/500Nm, though like the HiLux, it will be boosted with 48-volt mild-hybrid tech.

In Australia, the new Prado moves from its old sturdy six-speed automatic to an eight-speed Aisin unit. In North America, the Prado employs a 2.4-litre turbo-petrol hybrid that produces 243kW and 630Nm. This limits towing capacity to around 2700kg – not ideal for Australia's demands, so it's off the cards for now.

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It is a little unfortunate the Prado isn’t equipped with a turbo V6, or hybrid petrol, to give it a leg up on rivals such as the torquey Ford Everest, and further differentiate it from the Fortuner/HiLux. The LandCruiser 300 Series, though, does get the big motor. A 3.3-litre twin-turbo diesel V6 effortlessly churns out 227kW and generates 700Nm between 1600-2600rpm. With a 10-speed torque converter auto onboard, the tractable 300 Series retains on-paper supremacy over the junior Prado.

Toyota confirmed the new Prado’s combined average fuel consumption is now 7.6L/100km, an improvement on the outgoing model’s 7.9L/100km. This 0.3L/100km change is largely thanks to the addition of V-Active technology.

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Interior and cabin design

The 250 Series Prado and 300 Series LandCruiser have similar features and technology.

Blocky squoval cabin design details, integrated twin screens, and Toyota’s signature automatic gear-shift feature in both. Choosing either the 250 Series or 300 Series means you can have five- or seven-seats, variant dependent. Various trim levels of Prado will be offered, with exact grades to be determined next year.

New features across the Prado line-up include a larger 12.3-inch infotainment system, a 7- or 12.3-inch instrument cluster display (up from 4.2-inch), wireless Apple CarPlay and Android Auto, Toyota Connected Services, a 360-degree camera system, front and rear parking sensors, USB-C ports, a 220-volt power outlet, and standard climate control.

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Pricing

Toyota Australia confirmed the Prado will be priced between $72,500 before on-road costs for the entry-level GX and $99,990 for the top-of-the-range Kakadu, with price rises between $9670 and $12,432 across the line-up.

*All prices exclude on-road costs

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