Position 3 - Toyota Prado VX
Design and engineering
The tried and trusted Prado 120 is a popular choice for touring families because of its accommodating interior and the ease with which it can be driven in almost any conditions. It is designed to tackle the more remote areas with its massive fuel capacity and steel underbody protection.
IFS and a live rear axle make it easy to drive in almost any condition, while retaining decent wheel travel, which puts it at the top of many touring families’ shopping lists. Very effective traction control and down-hill assist make it a capable off-road plaything.
The other issue with the Prado is the excessive shoulder wear that occurs on the front tyres due to the front-end geometry and wheel alignment.
Otherwise, everything under the Prado is purposely tucked up or protected by steel guards. We examined all oils for water contamination after the trip and the Prado’s were clear despite having no rear diff breather extension tube.
The Prado is the camel of the fleet because it can go for ages without a drink. It is the best designed inside and out for the optimum blend of on- and off-road performance. It is equipped with everything it needs to spend plenty of time in isolated areas yet lacks a little in body strength and its engine/transmission package. This is enough to place it at a disadvantage to the Cruiser or Patrol as a long-term tourer.
The old four-speed auto does nothing to help the Prado’s sluggish diesel engine, and both of which are crying out to be updated. Dust sealing is good on the Prado. The factory side-steps bend up easily but protect the sills from damage. The mid-size Toyota is not as planted or stable as the Cruiser or Patrol on rutted corners due to its size and track width.
Options are to buy the cheaper GXL, which rides better over the rough, and fit a rear locker with the change.
Let’s see what’s going on under its skin.
Off-road capability
Last year we ran a Prado without traction control and it came third last! This time our Prado had traction control and the difference was, well, it almost won! Better wheel travel, excellent for its class, than either the Pathfinder or the Jeep makes itself obvious in the low-range testing. Coupled with a better driving position and ‘wide angled’ vision, the Prado is probably best described as a very comfortable weapon when the going’s tough and slow.
Another useful feature on the VX is Downhill Assist Control (DAC). This excellent inclusion helped the automatic Prado lead the pack as far as its ability to crawl slowly downhill. A bit gutless in the engine department maybe – some of us would call it ‘relaxed’ – but guaranteed to make anyone feel they’re a better driver.
Touring ability
Jack of all trades – and master of many! The Prado exhibits far more off-road ability than most give it credit for. It flexes, it crawls and can outdo some of the big guns in some areas, but all in a not-too-exuberant way – it just does the job without fuss. The Prado is poor over corrugations, suffering from a little skip and is not as stable as the larger 100 Series or Patrol. The Prado we had on test exhibited front suspension/chassis noises while driving corrugations and potholes.
The low point for the Prado is the lack of engine performance on the open road. Put bluntly, it was a slug among the pack on this long run, with only the Patrol as a possible threat to the ‘slowest on test’. It’s still a great 4WD to punt across the countryside, just more grunt would be high on my list of wants. It’s easily improved with an engine-management chip upgrade. The DP Chip will bump output from 95kW and 345Nm to 121kW and 398Nm, making huge performance gains for about $1300 plus fitting.
Towing capacity is 2500kg with trailer brakes, while the roof-rack capacity is 100kg. A 180L fuel load, which is the largest original-equipment fuel capacity, and a carrying capacity of between 730kg and 920kg (depending on model) is ideal.
Road noise is minimal on all surfaces, vision over the bonnet is excellent, but vision to the rear and sides is poor.
A taller roof-line than similarly classed 4WDs makes the softer-riding suspension exhibit a little more body roll on faster bends, but driver and passenger space are good. The intrusive third-row seats need to be removed to add space and provide a better rear view. The lumbar support is the best in the business – an electrically controlled, air-operated bladder enables all options from super firm to too soft, which accounts for all tastes on long outback trips. The good seating, good over-bonnet view and ergonomically friendly interior make it a hard package to pass up.
Accessories for Touring Duties
An engine-management upgrade chip would be a must for the Prado. Add rear adjustable Polyair bags plus the standard accessories we prescribe for all 4WDs, and you’d not only have an extremely capable medium-sized tourer, but also a brilliant everyday runabout 4WD.
Mum would be happy with the non-tank-like daily driving. Dad would have a big head when impressing his mates in the rough stuff with his traction control. The kids would reckon the whole show is cool because all their buddies could squeeze in. A great 4WD for the whole family.
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Position 2 - Nissan Patrol ST-S
Design and engineering
The Patrol is known for its strength, simplicity and off-road ability. Its long-travel coil suspension and live axles make it a tough off-road workhorse and it is a close second to the Disco at absorbing big bumps and large washouts. It’s uncomplicated, easy to service and repair, and can tow or carry most things you’ll ever need on a long trip.
The GU Patrol is nearing its tenth birthday and the lack of technology shows. It is not as welcoming inside or as keen to accelerate, stop or steer, but when things go pear shaped far from home, the Patrol is a safe bet. The big beast has been left behind in terms of road holding and driveability on smoother surfaces, yet when the going gets tough you feel safe and secure sitting in the big Nissan.
It is the one vehicle that you could have a bit of a daydream in and hit unseen washouts or large potholes too quickly without having to brace yourself for the impact. I’ve read that cockroaches are the only creatures capable of surviving nuclear fallout. I reckon the Patrol is designed to survive almost anything else.
Here are a few points we noted during the trip and after our thorough post-test inspection.
What's wrong with Patrols
Surprisingly, the Patrol can’t legally carry as much weight as you’d expect. When overloaded – ie, more than a measly 570kg – the rear chassis rails can potentially crack above the spring mount where the bump stop hits the diff. This is a fairly common complaint after extensive use.
The front free-wheeling hubs can also be unreliable.
Off-road capability
The Patrol’s biggest asset on paper is wheel travel – best up front and second only to the 100 Series at the rear. While it walks places admirably thanks to a terrific rear LSD, it’s the sheer toughness of this truck that makes it perform in low-range. Without traction control, it didn’t do it effortlessly by any means, but you got the feeling you could hammer the Patrol up against the rocks all week and it’d come back for more.
Good direct steering helps make up for a low driver’s seat and lack of vision over the bonnet, and being the only manual on test meant it won the low gear engine-braking stakes with little competition. Shifting gears wasn’t an issue – for the most part the big Patrol, pulling hard from 1200rpm, has got almost ‘automatic-style’ flexibility anyway.
Touring Ability
Dinosaur Datsun it may be, but the reliability of the GU Patrol is what’ll make it a hard choice to pass up for touring in remote areas. Peace of mind in knowing that your vehicle won’t spit the dummy over some minor technical glitch is paramount in the bush – slow and steady can win the race. The big Patrol favours wide open spaces over confined city driving.
Fast corrugated-road handling of the GU was average, but there was plenty of vibration feedback through the steering wheel yet potholes were soaked up well. Seating is ‘adequate’ at best, with the manually adjustable driver’s seat needing a little more thought in design to prevent backache after long hours of trying to keep up to the speed limit with the lacklustre performance of the old-tech engine. Engine and road noise are not too bad considering the age-old design.
Gear clatter from the gearbox is a common fault with GUs, but nothing that’ll stop them from doing their job. Solid axles and coil springs front and rear, in combination with separate chassis and heavy body, make the GU the most solid-feeling 4WD on the market. You can afford to hit those washaways a little faster than planned without incurring damage.
Suspension flex of the GU is second to none, and the only thing that prevents it going further down those harder tracks is lack of traction control, yet its rear LSD is the best in the business. Engine performance is poor when compared to its rivals here, and overtaking manoeuvres should be done with caution. More performance would be good for towing and overtaking safely. Dual fuel tanks (95L plus 30L), rear towing hoop and even those flexible mudflaps make it a top choice for a bush-touring 4WD.
Excellent side rear-view mirrors are ideal to keep an eye on trailers and while reversing, but rear vision from within the GU is average.
While creating more wind noise, the external gutters of a GU make it much easier to mount decent roof racks, with a 200kg roof carrying limit – perfect for any long-distance tourer. Towing capacity is 3500kg with trailer brakes and the carrying capacity of the ST-S is only 570kg.
Being a part-time 4WD, the big GU can exhibit understeer when pushed through corners, but having auto free-wheeling hubs (they can also be locked with a wheel brace), shifting into 4WD with the stubby leaver overcomes the problem when on loose surfaces. This is the only vehicle on test that you had to remember to shift in and out of 4WD as the road surface changed.
Accessories for Touring Duties
Aside from the standard list of accessories I believe all tourers should be fitted with, I’d also be looking for more aftermarket power via the intercooler, turbo and larger 3in diameter and freer-flowing exhaust system to make driving a little more pleasurable and safer.
As a cheaper alternative to stiffer rear coils, I’d consider inserting adjustable Polyair bags to help when loaded. With this set-up, I’d be supremely confident at taking the family out bush in a GU.
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Position 1 - Toyota Landcruiser 100 Series
Design and engineering
Toyota’s 100 Series GXL. It is simple where it needs to be in that it doesn’t rely on too many sensors and wires to do the job, but it still has enough creature comforts to make you feel comfortable anywhere. The strong separate chassis and long-travel IFS combine well with the live rear axle to offer good wheel travel and predictable, pleasant on-road handling.
It is well equipped to cover long outback miles with its large, dual fuel tanks and well-shielded underbody.
Inside it is comfy and large. Combine this with its torquey engine and the outback miles disappear effortlessly behind you.
The long-travel rear suspension also allows a respectable GVM much higher than the Patrol.
The other issue with the IFS 100 Series is that the front diff crownwheel is subject to breaking teeth when used in hard off-road conditions. This mainly occurs when reversing out of steep inclines or when a spinning front wheel suddenly grabs traction. It was not an issue on this gruelling test.
After the test we checked the Cruiser’s oils for water ingress, and thanks to the effective breather extensions there was no problem.
Let’s see what’s going on under its skin.
Off-road capability
Get this: Despite having independent front suspension, the mighty LandCruiser still scored second in front wheel travel (slightly behind the Patrol) and won easily in rear-wheel travel too. In part that explains why the 100 Series seemingly walked through most of the low-range stuff – once the driver had a handle on the delayed response ‘fly by wire’ throttle.
The fact it ranked at the bottom of the list following our big ‘crater’ test speaks reams about traction control and how much difference it can make. Without it the 100 Series is still good – until it stops – but needs the sort of momentum to carry it through the roughest stuff that’s risking body damage.
Still, with great visibility all around, plenty of power and excellent low-range ratios, the big 100 even without traction control has plenty going for it.
Touring ability
The 100 Series exudes interior space, exhibits all the solidness a 4WD should have and enjoys plenty of mod cons without going overboard. The ’Cruiser will take you anywhere in more comfort than most, with an adequate amount of high-tech gear on board that doesn’t spit the dummy in the bush. The GXL model we had on test gave ride impressions few could fault. To have a 100 percent consensus from testers of this calibre speaks wonders for the ’Cruiser.
Although large, the ’Cruiser is surprisingly nimble and offers great forward vision when picking a path through tree-lined tracks. This ease of visibility makes it a handy daily commuter in town. Parking this big bus shouldn’t pose a problem for too many people. It is agile and predictable on road, which contradicts its size. The ’Cruiser maintains driver confidence at all times; it turns, stops and rides over all road surfaces better than all others on the test.
While the 100 Series ‘only’ has a torsion bar IFS, it has proved it can tackle those low-range, harder tracks. While the front end suffers a little in ground clearance compared to the Patrol, it is still better than mid-sizers and has excellent articulation at the rear.
The ’Cruiser would fit the whole family and their gear easier than most. Side mirrors are large enough to see most of what goes on behind you and are adequate for towing trailers.
Cabin and seating comfort make long-distance touring a breeze. Want for anything more would be for the finicky.
The intercooled turbo-diesel engine has long been a favourite of mine. I’d call it the best commonly available ‘true’ 4WD diesel engine I’ve ever driven. It has bucket-loads of torque, is quiet, reliable and reasonably economical. The full-time 4WD system, 141L dual fuel tanks, 3500kg tow limit (with brakes), roof load-limit of 200kg and a carrying capacity of up to 750kg make the 100 Series LandCruiser one of the most sought-after touring 4WDs in Australia.
Toyota’s widespread dealer network is number one throughout Australia, which makes running repairs (if they need doing) more easily achievable than any other model on the test. That’s a comforting thought when you have the wife and kids out on that big holiday you’ve been planning for so long.
Accessories for Touring Duties
It’s a great 4WD to start with, so adding the standard list of accessories would make a 100 Series a very capable tourer. A little more suspension height and travel from the front end, along with an aftermarket lower A-arm bracing kit, would be on the list. Add to that adjustable Polyair airbags in the rear coils and a rear wheel carrier – although that isn’t mandatory.
Not that this engine needs it, but more power never goes astray and an aftermarket engine-management chip is readily available. Not a lot to make an already impressive tourer brilliant.
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