Bigger and pricier isn’t always better

Toyota’s Prado has long been a family favourite as a go-almost-anywhere alternative to the bigger (and dearer) LandCruiser.

That popularity led to suburban parody when a good number of Prados were used for little more than school drop-offs, despite the machine’s extensive off-road ability.

Now comes the next-generation Prado with all-new style, fresh technology and prices tending  ever-upward, from around $72,500  all the way to $100,000 for top-of- the-range.

And while there was quick uptake  of the first of these new wagons off the boat, this latest version may not prove quite as popular as its predecessor.

First up is the squared-off style – appealing to some, not so pretty to others (then again, previous Prados were no oil paintings).

This one retains a couple of  styling cues from earlier Prados, such  as the try-hard, Jeep-style grille on  some models and a little kink to the  rear shoulders.

Some body colours suit the shape better than others.

The boxy body is bigger, longer and wider with more interior space, though cargo space isn’t great when there’s a third row of seats. These don’t fold into the floor with a storage box behind the folded seats to make up a flat platform.

So, there’s extra height to the cargo floor: not helpful when heaving an Esky or 50 litres of garden soil into the rear, and less luggage space than rivals.

There is, however, any number of anchor points for child seats, a number of storage spots and a fair amount of comfort and convenience features throughout the cabin.

Dashboard and centre console  are a tad busy with switches for the likes of air-conditioning and four-wheel-drive modes.

Likewise, the instruments’ graphics are cluttered, but the infotainment touch screen is a decent size.

The cabin’s style follows this new-age, straight-edged approach of  the body. Yet it doesn’t feel as fresh or engaging as some SUV rivals.

But there’s the thing: those seven-seat rivals such as Hyundai’s Santa Fe don’t have quite the four-wheel-drive mountain-climbing ability or reputation.

Where the current Santa Fe is a real alternative as a family-friendly wagon with (the right options) some beachability, it’s not quite ready for deadly serious off-road work.

So, the Prado runs a dual transfer case for high and low drive to all four wheels, backed by various drive modes for different road and track conditions.

It uses an eight-speed automatic transmission for the 2.8-litre diesel engine and its motor generator, 48-volt electrical system and lithium battery.

This mild hybrid helps smoother restarts from the stop-start system, supplies a little extra power at times and helps fuel economy. The battery is regenerated as the wagon slows.

Toyota’s Prado has long been a popular choice with families, adventurous or not.

It drives well and there’s little doubting its four-wheel-drive abilities, but it’s now bigger and pricier, with more alternative options as the Chinese fill out SUV niches.

Then there’s still Ford’s Everest, Toyota Fortuner and Isuzu MU-X for serious four-wheel driving and the likes of that Santa Fe or Kia’s Carnival if chasing well-delivered family transport in an SUV.