If this was Hollywood, it would probably be the story shaking the Oscars to its shoes during the past couple of weeks.
Two legendary, long-time star performers deciding to head separate ways after more than four decades of success working side by side.
We refer, of course, to the new Toyota Prado and the vehicle it once used to resemble.
It’s a curious plot, indeed.
The popular Prado and the legendary LandCruiser have, since the early 90s, gone together like peas and carrots, to quote Forrest Gump.
They went hand-in-hand with the Cruiser winning most of the accolades and the ever-loyal wingman Prado keeping an eye out for any threats (cue Top Gun theme).
It’s been a partnership for the ages. A bit like Batman and Robin. Or Agent 86 Maxwell Smart and his off-sider Agent 99.
The LandCruiser Prado, to use its complete name, has been the ultimate off-sider behind the bigger, roomier, more powerful and substantially more expensive LandCruiser.
It was first as an extension of the 70 Series in 1984 and then with its own identity when the first of six Prado generations were launched in 1990.
Now the Prado is about to wrench itself clear of the shadows of its illustrious big brother, the LandCruiser, which has run roughshod over challenger after challenger to maintain its spot at the top of the Australian off-roading pantheon.
Yes, the little sidekick has grown up.
Equally controversial might be the overall design of the new Prado, which has broken away from the LandCruiser mould and gone back to the future for its inspiration.
All the way to the Classic 70 Series in fact, with the iconic FJ40 providing the off-road capability.
Perhaps less important for many buyers will be improvements in efficiency and emissions to make this the greenest ever Prado.
While the design apple never fell far from the tree for each Prado model, this Sixth Generation version plots a clear path with five options.
Tested was the mid-range model – the five-seat, mid-spec GXL which offers substantially more cargo space than its controversial seven-seat sibling, drawing plenty of public ire because of the lack of space behind the middle row.
The five variants all boast an all-new, hi-tech diesel engine and the eight-speed auto that puts all of that grunt (150kW; 500Nm) to the ground.
Most impressive is the addition of a 48-volt hybrid system which delivers that performance in an amazingly smooth, responsive and sophisticated way while trimming fuel consumption to a miserly 7.6L/100km.
The Prado’s five trim levels range from the entry-level GX and GXL up to the VX, Altitude and flagship Kakadu, whose bush-bashing mantra gives way to a panoramic moonroof in the swankiest option in the range.
The five models showcase Toyota’s new multi-terrain off-road system which complements the big Toyota’s outstanding new drivetrain.
The full off-road package will be available in the Altitude range, making it the logical choice for serious weekend warriors.
Still, there’s a gap of more than $20,000 between the most affordable of the new Prados.
The GX opens the batting at $72,500, stepping up to $79,990 for the likely volume seller GXL and topping out at $92,700 for the Kakadu version.
Of course, if that doesn’t make the neighbours jealous, Toyota’s corporate cousin Lexus has released its competitor in this gunfight – the GX550.
Like the Prado, it sits on a ladder-frame chassis and, you guessed it, is almost identical to the Prado, although some upmarket add-ons means it debuts at $122,000.
The Prado’s boxy, hairy-armed silhouette that has displeased many of its critics is carried across into the interior, which is once again more focused on functionality than appearances.
But there are impressive toys, from a smart and expansive central-mounted control screen that underpins the technology and should be impressive enough to keep tech lovers in the tent.
The safety suite stretches to street sign recognition, dynamic cruise control, pre-collision warning system and reversing camera.
While the styling is a little less than subtle, the Prado gets its occupants where they want to go when they want to get there, all of which makes this a Prado for the ages.
HOW BIG? The new Prado is surprisingly large – even longer (by 10mm) than the LandCruiser.
HOW FAST? There’s no official performance figure, but a sweet 2.8-litre diesel, complemented by a clever hybrid system, has delivered impressive on-road performance from the Prado.
HOW THIRSTY? The hybrid can take most of the credit for the frugal 7.6L/100km modest thirst.
HOW MUCH? The new Prado starts at $72,500, right up to the flagship Kakadu just sneaking in below $100,000.
https://thewest.com.au/lifestyle/motoring/prado-sheds-sidekick-act-with-designs-on-starring-role-c-18001591
