Prado gets new 2.8 turbo-diesel
It doesn’t look like a meadow, but that’s what the name Prado means, as Toyota’s well-liked SUV moves into a major refettle for the 2016 model year, writes Dave Moore.
It’s good timing as the model, which is available more or less immediately, faces increased competition next year in a market which for a while looked as if it was on the wane, with monocoque designs taking over from full-frame truck chassis in many offerings in the SUV business. Even the Land Rover Discovery has been made into a ‘Sport’ with a monocoque design, while the Pajero and Challenger are rumoured to be ‘‘softened’’ so to speak. However, with Ford’s seven-seat Ranger truck-based Everest due soon, the Prado upgrade couldn’t have happened at a better time, as with the utederived Colorado 7 and Isuzu MUX also going well, for 2016 there will more competition for the Toyota than it has ever had in its 19 years on our market.
Externally identical to the current model, the changes to the Prado are anything but cosmetic, with the star of the show being a new 2.8-litre turbo-diesel balanceshafted four that despite its capacity reduction pumps out more power and torque than Prado diesels have ever had, with the incoming powerplant also being super strong in terms of reduced noise, vibration and harshness. Termed the 1GD unit, it’s an all-new direct-injection turbo diesel engine, and Toyota makes much of the fact that it’s a ‘‘world’s first’’ in the use of what it calls Thermo Swing Wall Insulation Technology (TSWIN), which helps the engine achieve a maximum thermal efficiency of 44 per cent.
Despite a smaller displacement than the superseded Prado 1KD engine, the unit’s maximum torque is superior by 9.8 per cent, with low speed torque particularly improved, while fuel efficiency is a good 5.9 per cent up, due to increased combustion efficiency and reduced friction levels. The previous 3.0-litre 1KD engine produced 127kW at 3400rpm with the new 2.8-litre 1GD going to 130kW at the same engine speed. On the torque front, the 1KD made 410Nm at 1600 to 2800 rpm, while the 1GD beats that by 40Nm and requires 400 fewer revolutions for its peak torque value. Fuel use and emissions levels in the old Prado were 8.5L/100km and 225gm/km CO2, while the new model needs half a litre less per 100km and emits 14 grammes of CO2 fewer.
Fuel filtration, an important point in common rail diesel engines, has been enhanced with the addition of a secondary high pressure fuel filter to protect expensive and precise fuel system components. The changes have helped the engine meet the tough Euro 5 emissions standards with six per cent lower CO2 exhaust emissions. The new engine which will also have duty as the staple power unit for the incoming new HiLux ute, drives through a sixspeed automatic transmission, which is also used in the single petrol-powered Prado, which retains the 4.0-litre quad-cam V6 as an option in its mid-range VX form.
On the technical and homecomfort front, the upgraded Prado also gets satellite navigation with a 7 inch display screen in entrypoint $78,490 GX model as well as a nine-speaker audio system, SUNA traffic notification system, Bluetooth telephone connectivity and audio streaming. Both the $88,490 diesel and $89,490 petrol VX models gain a 14-speaker JBL premium audio system as standard. It was previously an optional extra.
The introduction of the driver eight-way power seat adjustment with active headrests and front passenger four-way power seat adjustment makes the cabin that much more comfortable and flexible. All Prados from VX upward have leather seating. The VXs also get blind spot monitoring and rear cross traffic alert features, while the range-topping $99,990 VX Limited adds Toyota’s Lexus-developed Pre-Crash System which includes Pre-Crash Brake Assist, Pre-Crash Seat Belts and Pre-Crash Brake. All Prados have rear parking sensors and reversing cameras, with the VX and VX Limited models also including front-mounted sensors. Automatic headlight-levelling systems are standard on the VX and VX Limited, with manual adjustment available for the GX.
The Prado line-up has double wishbone suspension at the front and a four-link rigid rear axle with a lateral control rod, with coil springs on all four wheels.
On top of this, what Toyota calls a Kinetic Dynamic Suspension System is fitted to all VX versions and adjusts the front and rear stabiliser bars based on the movement of hydraulic cylinders, thus high levels of roll stability are provided. With driver’s knee, front, side and curtain airbags, vented disc antilock brakes, brake assist, electronic brake-force distribution, vehicle stability control and trailer sway control on all models, the Prado has an ANCAP five star safety rating.
While the Prado’s off-road ability is well-known and wellnigh unimpeachable, the most obvious gains for this revamp of the car are its improvements on the road. It’s quieter, better riding and with well-under 2000rpm required to cruise at 100kmh, it offers refinement levels you’d normally associate with the superluxury Land Cruiser 200.
If anything, Toyota says it will probably sell fewer Prados than before, not only because of new competitors like the Ford Everest and Pajero Sport, but also because Toyota itself will provide some competition with the new up to seven-seat Fortuner – based on the up coming new HiLux.
But that’s another story. Watch this space.