The fourth iteration of the Toyota Land Cruiser Prado was on sale for 14 years. Here’s what you should know about it as a used buy.
Image: CAR magazine
When Toyota South Africa Motors (TSAM) introduced the fourth-generation Land Cruiser Prado (J150) to our market in late 2009, it was tasked with bridging an incredibly difficult divide. It had to offer the school-run civility expected of a premium SUV while retaining the indestructible spirit of its Land Cruiser heritage. Over a staggering 14-year lifecycle, the J150 became the default currency of affluent South Africans, agricultural tycoons, and serious overlanders.
Land Cruiser Prado engines
For the first decade of its local tenure, the J150 Land Cruiser Prado’s mechanical narrative was defined by the legendary, albeit increasingly agricultural, 3.0-litre D-4D turbodiesel engine. Internally designated 1KD-FTV, this four-cylinder unit produced 120 kW and 400 N.m of torque, delivered to all four corners via a five-speed automatic transmission. These outputs were comfortably eclipsed by almost every European competitor, and overtaking or towing a heavy caravan required patience, planning, and momentum. The 3.0-litre powertrain was celebrated because it could happily digest the lower-quality diesel often found in remote corners of neighbouring countries. Toyota also offered the naturally aspirated 4.0-litre V6 petrol (1GR-FE), which also featured in the FJ Cruiser. The latter engine delivered 202 kW and a remarkably smooth power delivery, provided the owner was willing to stomach its fuel consumption.
2020 facelift
The most important pivot in the J150 Land Cruiser Prado’s lifecycle occurred in 2020. Recognising that the Prado was losing ground to more sophisticated rivals, Toyota executed a comprehensive mechanical and technological overhaul. The ageing 3.0-litre diesel was officially retired and replaced by the 2.8-litre GD-6 (1GD-FTV) engine employed by the Hilux. This more modern powerplant altered the vehicle’s driving dynamics, bumping outputs to a more competitive 150 kW and 500 N.m, channelled through a vastly improved six-speed automatic gearbox.
Accompanying this mechanical upgrade was an interior modernisation. The notoriously outdated infotainment system was replaced with larger, 9.0-inch touchscreen infotainment featuring Apple CarPlay and Android Auto – a non-negotiable that finally brought the cabin into the modern era.
Beneath the sheet metal, the Land Cruiser Prado’s appeal has always been rooted in its refusal to abandon a ladder-frame chassis. While this architecture inherently compromises high-speed cornering ability and induces a degree of body roll mostly absent in unibody SUVs, it provides unmatched off-road articulation and structural longevity. Higher-tier VX and VX-L derivatives combated this top-heaviness by utilising Toyota’s Kinetic Dynamic Suspension System (KDSS). By hydraulically manipulating the stabiliser bars, KDSS managed to suppress on-road body lean while maximising wheel travel off-road. Paired with a massive, 150-litre fuel tank – split between an 87-litre main tank and 63-litre sub-tank – the J150 Land Cruiser Prado allowed South African drivers to traverse long distances before having to refuel.
Not without fault
- 3.0 D-4D injector seals: Copper injector seals on early 3.0 D-4D engines degrade over time, which allows combustion gases to contaminate the oil. If left unattended, it can lead to an engine seizure.
- Water pump fatigue: The factory water pump utilises a plastic impeller that becomes brittle and prone to failure as the vehicle ages.
- 2.8 GD-6 DPF vulnerability: Newer 2.8 GD-6 variants suffer from Diesel Particulate Filter (DPF) clogging when restricted to short urban cycles. This triggers limp mode.
- KDSS hydraulic leaks: The Kinetic Dynamic Suspension System (KDSS), standard on luxury derivatives, is notorious for developing hydraulic fluid leaks around the accumulator and cylinders over the vehicle’s lifespan.
Which one to buy?
If your budget allows, the post-2020 Land Cruiser Prado 2.8 GD-6 in VX trim is the one to buy. It marries Toyota’s modernised 150 kW powertrain and updated infotainment with the crucial KDSS suspension, which transforms the vehicle’s on-road manners without sacrificing off-road capability. We also recommend steering clear of the 3.0 D-4D, unless you are overlanding into deep Africa where the fuel quality is low. And if you’re completely apathetic to fuel costs, then the 4.0-litre V6 is a brilliantly smooth option.
Browse used (2009-2023) Toyota Land Cruiser Prado models here with CARmag!
The post Used Toyota Land Cruiser Prado (2009-2023): Reliability, common problems & buying guide appeared first on CAR Magazine.
