New Prado packs punch

Toyota has released the new Prado to market and, apart from offering rather pleasing styling cues, the '03 Prado also gets a new and particularly powerful V6 engine.

While most would consider the Prado to be a large 4WD, technically speaking they are part of the 'medium' classification of off-roaders, along with the likes of the Pajero, Jackaroo and Pathfinder.

And, while we on the topic of 4WDs, it has come to our attention that the Federal Chamber of Automotive Industries has changed the naming of All Terrain Wagons to Sports Utility Vehicles (SUV), in line with the American terminology.

While we're not going to dispute this change, which is largely due to vehicles such as the 4WD Magna, Falcon and Commodore making their presence known - and the FCAI trying to avoid confusion - how many people are going to say: "Check out my new Toyota SUV?"

The FCAI changed its naming convention in January 2003, though feelings are mixed as to its suitability.

Moving right along, Toyota's next-generation Prado improves on the original in a number of areas, including interior space.

To begin with, the new 4WD, sorry, SUV is larger than the model it replaces, adding 80mm in length.

The wheelbase has also been increased by some 115mm, the end-result a claimed 60mm increase in second-row legroom.

It's also 55mm wider, equating to more shoulder room, which should please prospective buyers.

The new Prado's increased interior space is complemented by seating for eight, with each seat offering a head restraint and lap-sash seatbelt.

Furthermore, both middle and rear seat rows can be folded flat or rearranged to suit differing loads, and 12-volt power outlets front and rear, plus numerous storage bins round out an impressive interior.

Up front, GX and GXL models get larger, easier to read instrument dials, while the range-topping Grande gets rather spiffy Lexus-sourced 'Optitron' instruments, plus an altimeter, compass, barometer and - if you can't read the compass - the satellite navigation will come in handy.

The Prado Grande also gets leather upholstery and power front seats as standard.

All models, GX GXL and Grande, get newly designed seats, which Toyota reckons increase comfort, support and grip. They include a new frame design and a longer seat cushion, with GX and GXL seats finished with a knit-velour trim.

Plenty of the Prado's research and development budget was spent on the new look, and while we would have to concede that superceded model wasn't exactly beautiful - it was an eyesore, to be blunt - the new model is refreshingly pleasing to the eye.

Styled by Toyota's ED2 Euro-studio, located in Nice, France, the new Prado is a lot better proportioned than the model it replaces. Head designer, British-born Lance Scott, aimed for a clean image, and the front end is arguably one of Toyota's best yet.

The swept-back head light cluster, cutting heavily into the bonnet, gives the front-end a unique look, while the more heavily raked windscreen and flared wheel arches convey a more assertive, even forceful image.

At the rear, the high-mount tail light cluster is truly a thing of beauty, with seperate reverse lamp and indicator bezels, while the new rear window is nicely integrated into the door surrounds. The new styling also contributes to better fuel efficiency, reducing the drag co-efficient by nine per cent (now 0.38).

Taking the 2003 Prado upmarket somewhat, all models are fitted with larger 17-inch, six spoke wheels; steel for the GX and alloy for GXL and Grande models.

Perhaps the biggest and most talked-about change to the new Prado, however, is the new generation 4.0-litre V6 engine.

The VVT-i quad-cam V6 is available in two variants, one for the manual and another for the auto transmission.

Even though both versions deliver 179kW of power @ 5200rpm, the four-speed auto model outputs 376Nm @ 3800rpm, while the five-speed manual gets 33Nm less, but from lower revs: 343Nm @ 2400rpm to 4800rpm.

Both transmission options come standard with two-speed transfer case, full-time four-wheel drive and a torque-sensing centre differential.

The new V6, named 1GR-FE in Toyota-talk, includes a linkless electronic throttle (aka drive-by-wire), die-cast aluminium cylinder block and the first use in the LandCruiser range of variable valve timing.

The 24-valve engine also packs a two-stage acoustic-control induction system (ACIS), and the variable valve-timing system offers infinitely variable inlet valve timing within a range of 50 degrees (relative to crankshaft angle).

The V6 engine has a fully balanced crankshaft and high-strength connecting rods with plastic region tightening bolts, for optimum rigidity with low reciprocating weight.

Interestingly, the pistons are resin plated to reduce friction and oil-cooling jets underneath help reduce piston temperatures and increase durability.

The new V6 engine sounds like a seriously tasty chunk of engineering, and placed in, say, a Camry, would give the VY Holden and even the powerful 182kW BA Falcon a run for its money. Sadly, Toyota's conservatism means this will likely never happen...

Other engines in the range include the four-cylinder 2.7-litre job, available only on entry-level GX models, and the 3.0-litre turbo-diesel engine, both of which are carried over from the previous model.

The improved Toyota four-banger delivers 112kW @ 4800rpm and 240Nm of torque @ 4000rpm, and the fettled diesel mill makes 96kW of power @ 3600rpm and 343Nm @ a low 2000rpm.

Other mechanical improvements on the new LandCruiser Prado include an a torque-sensing limited-slip centre differential, which Toyota claims is an Australian first.

The Prado's new centre differential is biased to ration the torque 40/60 to the rear of the vehicle in straight-line driving. The percentage of rear torque split is increased during the acceleration phase of a corner, to maximise stability.

The centre differential can apportion up to 71 percent of torque to the rear wheels - should the front wheels slip, but if the rear wheels slip, it can send up to 53 percent of torque to the front wheels.

The Torsen-built centre differential has eight spiral pinion gears and it's fatigue strength has been increased by 80 percent compared with the superceded model. Prado GXL and Grande have a centre differential lock ECU, which controls a shift-actuator motor according to the position of the dashboard-mounted centre differential lock switch.

The 2003 Australian-spec Prado Grande also brings with it a whole host of driving aids, aimed at making on and off-road journeys less intimidating, but it's a shame such features aren't standard across the range.

The Grande features the following:

• Downhill Assist Control
  
• Hill-start Assist Control
  
• Toyota Electronically Modulated Suspension (TEMS)
  
• Electronically controlled rear air suspension
  
• Active Traction Control (A-TRC)
  
• Vehicle Stability Control

All Toyota Prado's, however, benefit from a new chassis package, for improved steering, handling, stability and ride.

It gets improved stability, suspension matching front-to-rear, steering on-centre feel and steering controllability, straight-line and cornering stability, cornering power and cornering trace, and reduced steering kickback.

The new Prado was designed to “drive like a sports car” on road, with a flat ride and well-damped body control both on and off road.

Meanwhile, Prado's trademark separate chassis provides the stable platform for the new suspension, and confirms the vehicle's off-road credentials. The frame's cross-sectional area has been increased and the chassis rails have been spaced further apart to increase torsional rigidity.

Bigger brakes are also part of the 2003 Prado package: Front brake disc diameter has been increased from 319mm to 338mm, and thickness from 22mm to 38mm - to significantly improve braking performance.

New 17-inch front brake package includes newly developed opposed piston calipers, and at the rear, the Prado's brakes are 312mm by 18mm ventilated discs. All Prado models have double-link brake pedals, to enhance brake feel.

Also, Prado GXL and Grande models have four-channel ABS with Electronic Brake force Distribution and Brake Assist as standard equipment, though the ABS package is available as an option on GX turbo-diesel and GX V6 models.

Last but not least is the 2003 Prado safety package, including dual SRS airbags as standard equipment. Top-of-the-range Prado Grande has the added feature of front seat mounted side airbags and side curtain-shield airbags for front and 2nd row seats.

Head impact protection structures in the pillars and roof rails also make the cut in all models, plus three-point seatbelts and a head restraint for every seat, whiplash injury lessening front seats, side intrusion beams in the doors and three rear-seat child-restraint anchorage points are all part of the package.

While many of the options available exclusively in the Grande model should have found their way into all models, such as the Downhill Assist Control Hill-start Assist Control, the new range of LandCruiser Prado 4WDs is a marketed improvement over its precursors.

Interestingly, the '03 Prado is being packaged with 4.7-litre V8 in the States, to be sold as the Lexus GX 470 (click here for article), so it's obvious that Toyota's new medium-sized 4WD has upped the ante in respect to build quality, fit, finish and refinement.

According to VFACTS sales figures, in January 2003, the highest selling medium 4WD was the Mitsubishi Pajero, with 717 units sold, giving it more than 30 per cent market share. The Toyota Prado came in at second with just 16.7 per cent market share, 395 units sold.

But, we are predicting the impressively kitted-out 2003 Prado will turn things around for Japan's biggest automaker in Australia, and together with a great new look, eight seats and that killer V6, there could be another war brewing...

Pricing:

GX, 4-Cylinder, manual: $38,990
GX, V6, manual: $43,390
GXL, V6, manual: $52,360
Grande, V6, manual: $71,990

Note:
- Automatic transmission + $2600 for all models
- Air conditioning standard, except GX + $2470
- GXL & Grande: diesel variant same price as V6