4x4s we'd buy, and how we'd modify them: Toyota Prado Altitude

Let’s get a few of my personal bones to pick with the Prado out of the way first. One: It’s effectively useless as a seven-seater. Two: The 48V hybrid system is essentially a waste of GVM. Three: It is spendy for what you get. Four: Bring back the twin fuel tanks!

Now, with that out of the way I will say it’s still a fantastic vehicle that can be turned into an Australia-wide tourer with little issue. It’s comfy both on and off-road (seriously, a four-hour drive feels like a quick trip to the shops), and the electric steering is nothing short of excellent, making traversing tight tracks a breeze.

I’d go for the twenty-grand-more-expensive (over the base model GX) Altitude, which has a rear diff locker and more ground clearance than the other options. I’d opt for the five-seater for the reason stated above. In fact, I’d tick none of the optional upgrades boxes. Anything I want I can add myself, probably for less money.

I’d buy a Prado not for hardcore wheeling or heavy-duty towing (not to say it couldn’t do those things, just not without a lot of work), but more as a daily and family wagon that doubles up as the school-holidays adventure bus – roles that it’s pretty much perfect for.

The usual barwork (front bar and sliders, call it $5000) would be the first additions, though I wouldn’t bother with a winch. Partly because mud-plugging and rock-crawling aren’t on the cards for this steed, and partly because if I get bogged on the sand, that’s why I brought the kids and long-handled shovel along.

The Altitude already comes with Toyo Open Country rubber, so I’d leave those things alone, but I would get a decent lithium set-up with as big a battery I could afford, overseen by a quality BMS, like the Redarc or Victron products (roughly $4500). I’d also add an Evakool 110L dual-zone fridge-freezer ($2000), which should just be enough to keep any omnivorous teenagers fed.

From there I’d turn my attention to the engine and get it breathing with a Safari snorkel and a three-inch DPF-back exhaust (call it $2000), plus an ECU Tune ($1500) that’ll get us roughly 550Nm to the ground (stock power figures are measured at the flywheel in case you’re wondering why it’s not a massive improvement over the standard 500Nm). From there I’d probably throw on some roof bars and a 270-degree awning ($1600-ish for both) and call it good.

Is it going to set the world on fire with its capability and never-seen-before power? No, not even close, but that’s not really what owning a Prado is about. It’s about owning a capable and comfortable rig without the ostentation of an Ineos Grenadier or decked-out dual-cab 79, but with 95 per cent of the off-road ability.