At the launch of the Prado 250 late in 2025, I came away from the drive in Kakadu NP saying that, for my money, the base-model GX grade represented the best value. 

I’m not one of those base-model fanboys who want everything on black steelies with minimal features; there are plenty of luxe items I enjoy in a new vehicle. But, as one of only two models in the new Prado range to offer a five-seat configuration – the other being the high-specced Altitude model – I felt that the GX was the best package.

Following consumer backlash regarding the poor packaging of the seven-seat Prados, Toyota conceded and added a five-seat GXL to the model range, and this, for me, could be the best model. So when Toyota offered us a GX for a three-month test, we jumped at the chance to get back into the entry-level Prado.

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The vehicle we have is a 2024-badged GX and was possibly one of the vehicles from that original launch program. It has 16,000km on the clock and has its fair share of bush pinstripes and evidence of a life well lived.

The GX comes with almost all the features you could want and nothing you can’t live without. Inside, it has cloth-covered seats, a 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, cloud-based built-in sat-nav, dual-zone climate control, and a decent sound system. The cabin is big and comfortable and includes all the modern ADAS and safety features. The only thing I think it’s missing is a tyre pressure monitor, as this is only offered in the higher-grade models.

The 500Nm 2.8-litre engine and eight-speed auto combination provide plenty of power for highway driving and are smooth and refined around town. The large glasshouse offers great vision for both the driver and passengers, and the lack of third-row seating means there’s heaps of space in the cargo area. The cargo space is still compromised by the hybrid system battery under the floor, but nowhere near as much as it is in the seven-seat models.

Our first jobs for the Prado were a couple of comparative road tests, one of which was against its main rival, the Ford Everest. The other test you’ll need to wait a little longer to read, but it’s safe to say that the Prado impressed our drivers on both occasions.

Aside from being my daily driver, the Prado has been used as a workhorse by our photographers and videographers, who really appreciated the capacity of the cargo area and the general ease of use and drivability. This is the biggest Prado ever, and the amount of space in the front and rear seats has also been noted by those using the vehicle. It has the same wheelbase as a 300 Series LandCruiser and is bigger inside than an 80 Series.

Its off-road performance has been great on the road tests, thanks mainly to Toyota’s responsive electronic traction control system, backed up by good axle articulation and the clever Crawl Control system. That said, the first thing we’d add with the money saved by buying the GX over the more expensive grades is a set of front and rear locking differentials for the best off-road traction.

  • Kilometres when it arrived: 16,802km
  • Average fuel: 9.2L/100km
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