By Driving Enthusiast, Automotive Expert, and Senior Reviewer | Published February 28, 2025

When Toyota unveiled the 2025 Toyota Land Cruiser Prado (250 Series), it wasn’t just another update but a bold reimagining of one of Australia’s most iconic SUVs. Known for its rugged reliability and go-anywhere attitude, the Prado has long been a staple for adventurers, outback explorers, and families. Now, sitting on the cutting-edge TNGA-F platform (shared with its bigger sibling, the 300 Series), the 2025 Prado GX arrives as the base model in this revitalized lineup, boasting a fresh design, a mild-hybrid diesel powertrain, and a promise of enhanced capability. But does it live up to the hype?

In this extensive review, I’ll take you through every facet of the 2025 Toyota Prado GX—from its retro-inspired exterior to its overhauled interior, its on-road performance (including a 0-100 km/h test), and a POV-style off-road test drive. Drawing from hands-on experience and a deep dive into its specs, I’ll explore whether this base-spec SUV justifies its $72,500 price tag (a $10,000 jump from its predecessor) and how it stacks up in a competitive segment dominated by rivals like the Ford Everest and Isuzu MU-X. Buckle up—this is the definitive guide to the 2025 Prado GX.

First Impressions: A Retro Rugged Revival

The moment you lay eyes on the 2025 Prado GX, it’s clear Toyota’s designers have tapped into a nostalgia-driven aesthetic. Gone are the softer curves of the previous generation; in their place is a chunky, blocky silhouette that screams retro-cool while feeling distinctly modern. “I think it looks cool—retro but unique,” I noted during my initial walk around. Every panel aligns with this rugged theme, from the squared-off wheel arches to the upright grille. It’s a cohesive design that feels purposeful—like a vehicle built to tackle the outback rather than just cruise the suburbs.

The GX rolls on 18-inch alloy wheels wrapped in all-terrain tires as standard, a nod to its off-road roots even in base trim. While higher-spec variants like the Kakadu flaunt premium touches like color-coded skirting, the GX keeps things simple yet striking. At 2.4 tons, it’s a hefty beast, but its proportions—slightly smaller than the 300 Series—strike a balance between commanding presence and manageable size.

Price-wise, the GX starts at $72,500 AUD, up from the previous model’s $62,830. That’s a significant $10,000 hike, reflecting inflation, new tech, and Toyota’s confidence in this redesign. Is it worth it? Let’s dig deeper.

Under the Hood: Mild Hybrid Meets Old-School Diesel

The heart of the 2025 Prado GX is a familiar 2.8-liter turbo-diesel four-cylinder engine, now paired with a mild-hybrid system. Producing 150 kW (201 hp) and 500 Nm of torque, the powertrain carries over much of its DNA from the previous model. The mild-hybrid setup—a belt-driven generator under the bonnet—adds a modest 8 kW and 65 Nm, though this doesn’t directly boost the total output. Instead, it’s designed to assist with engine restarts, smooth out power delivery, and trim emissions and fuel consumption.

On paper, the numbers look promising: fuel economy drops from 7.9 L/100 km to 7.6 L/100 km, and CO2 emissions fall from 209 g/km to 200 g/km compared to the outgoing GX. In real-world driving, I averaged 10.4 L/100 km—higher than Toyota’s claim but respectable for a 2.4-ton SUV pounding rough roads and off-road trails. “For a big vehicle like this, the performance-to-fuel-economy ratio is about average for the class,” I observed during the test.

But here’s the rub: at this weight and with its off-road ambitions, 150 kW feels underwhelming. “I’d love to see Toyota introduce a detuned version of the V6 diesel from the 300 Series,” I mused. The mild-hybrid system feels like a half-hearted nod to electrification—helpful for emissions compliance but lacking the punch of a full hybrid setup (think Toyota’s own Prius or RAV4 Hybrid). Given Toyota’s hybrid expertise, it’s puzzling why they didn’t go all-in. Perhaps, as I speculated, “Australian customers still love old-school diesels,” and Toyota’s playing to that crowd.

The engine itself? It’s a mixed bag. Cold starts bring a rattly clatter, but once warmed up, it settles into a refined hum. “On the highway, it’s pretty smooth and quiet for a diesel,” I noted, even with the mild-hybrid system adding mechanical complexity. Paired with an eight-speed automatic transmission, it’s a capable—if not thrilling—powertrain for towing (now rated at 3.5 tons, up from 3 tons) and cruising.

Interior Overhaul: Practicality Meets Modernity

Step inside the 2025 Prado GX, and you’re greeted by a cabin that’s both a leap forward and a nod to its rugged heritage. The interior is “completely overhauled,” blending practicality with a modern edge. The center console offers more space, with dual cup holders, a deep storage box, and a blank spot where higher trims get a wireless charger. It’s a thoughtful layout for daily use, though I’d have liked that charger included here, too.

The GX comes with cloth seats—a choice I love for comfort and breathability. “I’m a fan of cloth seats in general,” I admitted, though I cautioned, “If you’re planning to do a lot of off-roading, they’ll get dusty and mucky pretty easily.” Leather or vinyl would be easier to wipe down, but the cloth aligns with the GX’s no-frills vibe.

Twin digital screens dominate the dash: a driver display with customizable safety settings and a wide touchscreen running Toyota’s latest infotainment system. The interface? “I’m not a huge fan,” I confessed. It’s functional—Apple CarPlay and Android Auto work seamlessly—but the native system feels basic, with too much blank space in the menus. Thankfully, Toyota kept physical climate controls below the screen—a smart move. “All the functions are there: air recirculation, A/C, temperature, fan speed. You don’t have to dig into the screen,” I praised.

Rear seating is a mixed bag. The high-mounted bench (a byproduct of the ladder-frame chassis and generous ground clearance) offers ample headroom and legroom for someone my size, but the center seat feels cramped, with a plastic console cover that elevates your knees awkwardly. “It’s not as spacious as you might expect for a vehicle this size,” I noted. Still, the upright cabin and large windows create an airy feel—perfect for kids who’d rather not feel “stuffed into a dungeon.”

Boot space has sparked debate. Official figures list 104 L (three rows up), 553 L (two rows), and 974 L (all seats down), but Toyota’s vague on exact comparisons to the old model (120 L/620 L/1,800 L). The high floor—housing mild-hybrid components—eats into capacity, though it’s still “pretty big” for a large SUV. A full-size spare hangs underneath, and a 220V/100W power socket adds utility.

On-Road Performance: 0-100 km/h and Beyond

Time to put the Prado GX through its paces. On a quiet stretch of road, I floored it for a 0-100 km/h run. The result? Respectable but not remarkable. “It goes okay,” I said as the turbo spooled up, delivering a subtle surge—possibly from the mild-hybrid assist, though at 8 kW, it’s hard to tell. Expect a time in the 9-10-second range (exact figures TBD with a VBox), which is par for a 2.4-ton diesel four-cylinder in this class. The Ford Everest’s bi-turbo 2.0L (157 kW) might edge it out, but the Prado holds its own.

On highways, it’s “smooth and relatively quiet,” with decent refinement for a diesel. The ride quality? “A little bit jiggly,” I noted, courtesy of its heavy-duty suspension and ladder-frame chassis. The rear bench rattled slightly over bumps, but it’s not harsh—more “rugged” than punishing. Load it with kids or a caravan, and “that would nicely settle the whole thing,” I predicted.

Handling surprised me. “It’s very flat across the front end,” I observed, taking it through winding roads. The wide stance and updated suspension geometry (a TNGA-F perk) lend stability, putting it on par with the Everest and ahead of narrower rivals like the MU-X. Steering is light yet precise—not truck-like at all. Visibility is excellent, too, despite a narrow windshield. “I’ve got a great commanding view,” I said, with minimal blind spots thanks to the squared-off design.

Off-Road Test: Suspension Flex and Traction Trials

The Prado’s legend was forged off-road, so I took the GX to a makeshift proving ground—steep inclines, uneven terrain, and no jagged rocks to skew the test. This isn’t the “most extreme off-road track,” but it’s a solid benchmark for suspension flex and traction.

In default mode (full-time 4WD, high range, traction control on), the GX tackled a steep climb. “Stability control kicked in, sorting it out,” I noted as it crested the hill—though not without wheelspin. The left front and right-rear wheels lifted, pivoting the vehicle diagonally. Engaging the center diff lock helped, but “it’s still spinning a fair bit,” I said. It had a low-range improved grip, yet it lacked the bite of a rear locking differential. “It needs a limited slip diff or a locking diff at the back,” I concluded.

Switching tactics, I kept traction control on and let the electronics work. “You can hear the brakes coming on, sending power to other wheels,” I narrated as it clawed up the slope. An unadvertised rough-terrain mode (akin to the D-Max’s) seemed to activate, flashing on the dash and boosting traction. With momentum and a smarter line, it conquered tougher sections—though not effortlessly.

Clearance wasn’t an issue. “No problem with approach and departure angles,” I confirmed, even with a rear wheel dangling. The all-terrain tires gripped well, but the base-spec GX leans heavily on electronics over mechanical grip. Higher trims like the Kakadu, with disconnectable sway bars and advanced off-road tech, promise more.

Compared to the D-Max (tested here previously), the Prado struggled more without a rear diff lock. “The D-Max got up pretty easily with rough terrain mode,” I recalled. For serious off-roading, step up the range—or accept the GX’s limits.

The Toyota Controversy: Water Woes and Reputation

A recent incident looms over this review. CarSales, an Aussie outlet, took a new Prado off-road, crossing a creek that flooded a vacuum hose tied to the mild-hybrid generator. Water hit the electronics, and the vehicle shut down. Toyota’s response? “They went through the creek too quickly”—a claim I find flimsy. “I’m sure I can find an old Toyota ad showing a Prado splashing through a puddle,” I quipped.

As Australia’s top-selling brand (outpacing rivals twofold), Toyota’s reputation is gold. Yet this felt like a misstep. “They could’ve said, ‘We missed this scenario in testing—here’s a free recall with a one-way valve,’” I suggested. Aussies would’ve respected that humility. Instead, the defensive stance risks denting trust, especially with a new model. Toyota’s since been quiet on fixes—stay tuned.

Verdict: Who’s the 2025 Prado GX For?

The 2025 Toyota Prado GX is a compelling evolution—retro styling, a modern interior, and solid on-road manners wrapped in a rugged package. Its mild-hybrid powertrain trims emissions but lacks punch, and off-road, it’s capable but not class-leading without upgrades. At $72,500, it’s pricier than before, yet the 3.5-ton towing capacity, updated platform, and Toyota’s bulletproof reliability keep it competitive.

Pros:

• Striking retro-modern design
• Refined highway ride
• Excellent visibility and handling
• Improved towing capacity
• Toyota’s legendary durability

Cons:

• Underpowered for its weight
• Mild-hybrid feels half-baked
• Base-spec off-road ability leans on electronics
• Rear seating and boot space underwhelm
• $10,000 price jump

For families needing a versatile daily driver with weekend warrior cred, the GX delivers. Serious off-roaders should eye the Kakadu or add aftermarket diffs. Against the Everest (more power) or MU-X (better value), it’s a close call—but Toyota’s badge carries weight.

Stay tuned for my Altitude and Kakadu reviews, including virtual drag races and hardcore off-road tests. For now, the 2025 Prado GX proves it’s still a contender—just don’t ask it to ford a creek too fast.