Toyota Land Cruiser Prado VS Polestar 2

There’s no doubt the Prado has some niggling issues but none of them manage to compromise the driving experience. It is head and shoulders above the vehicle it replaces and a perfect complement to the bigger 300 Series.

Immediately I noticed the light steering in the car park. This is the first LandCruiser product ever with electronic power-assisted steering (funny Toyota managed to hang on longer than Lotus).

No longer are you lumbering an over-sized tiller through your hands when zig-zagging between trees, the new 3.24 turn lock-to-lock system is light, accurate and makes the Prado instantly agile. 

And yet when cruising pockmarked NT roads at the posted 130km/h speed limit there’s no dead-zone and plenty of heft off-centre to smoothly deal with crosswinds and cambers.

The other benefit is massively reduced kickback on high-speed dirt roads and when crawling over rocks. There really are no drawbacks here.

Despite its roughly brick-shaped frontal area the Prado manages to cut its way quietly through the air with no whistling mirrors or trim pieces. The eight cabin mount cushions have been revised to further eliminate suspension feedback in the driver’s seat. 

Braking is strong with improved four-piston front calipers clamping 354x32mm ventilated front rotors and single piston sliders wrapped around 335x20mm ventilated rear discs. 

The ride is superb with passive dampers and 18-inch alloys as on GX, GXL and Altitude. Excellent bump absorption meets a confident posture through high-speed corners. On dirt, the Prado deals with surprise drainage ditches and pot holes beautifully with no more than a dull thud reaching occupants.

With adaptive dampers, the 20-inch alloy-wheeled VX and Kakadu have five on-road drive modes instead of three: 'Eco', 'Comfort', 'Sport', 'Sport S+' and configurable 'Custom'. In Comfort, low-speed plushness is next level with almost friction-free travel over speed humps and knobbly rocks. 

Things can get busy on really bumpy roads at 100km/h-plus in Comfort, so it’s best to trade some of that lush travel for Normal’s increased body control. Sport and Sport S+ make the dampers firmer and transmission more aggressive, though this doesn’t suit the Prado’s long-legged charm. 

Toyota has hit the nail on the head for on-road dynamics and comfort, then, but what about capability on rough tracks and trails?

The basics are all present and accounted for. All Prados have permanent four-wheel drive, a low-range transfer case and locking centre differential.

Activating off-road aids is easy with switches all gathered near the gearshift on the centre console and they’re faster than ever — low-range engages in about two seconds and the centre differential now locks 24 per cent faster, says Toyota. 

With track width increased by 79mm up front and 83mm at the rear and the longer wheelbase, the new Prado is more stable, too. A winding access road through Kakadu National Park with unsighted bends, bumps and mud-splashes highlighted the poise of the chassis and precision of steering, all inspiring huge confidence in the Prado’s abilities. 

The four-link live rear axle remains with coil springs all-around remains but a newly-developed double wishbone front suspension with a longer stroke, greater caster and aluminium knuckles adds 10 per cent more front wheel articulation. 

Approach angle improves to 31 degrees but departure drops to 17 degrees and wading depth is 700mm. While the 210mm ground clearance saw our GXL scratch its underbelly on a termite nest, the higher-riding VX, Altitude and Kakdu have a bit more breathing room at 221mm. 

With a 30 per cent stronger body and frame, the local engineers who worked on the new Prado’s development claim the lack of locking rear diff in GXL and VX doesn’t impact the capability of the new 4WD. The main snag we noticed was the departure angle. 

The GX and GXL get 'Downhill Assist Control' (DAC, high-range) and the clever 'Crawl Control' system (low-range) that works as an off-road cruise control, of sorts.

Using the drive mode select wheel, the speed of the car can be controlled without worry of bouncing around on the throttle or brake. Unlike the old system, the ABS pump is really quiet.

Adaptive damper-equipped trims and the Altitude get the latest iteration of Toyota’s well-regarded multi-terrain select. In high-range you can select 'Auto', 'Mud', 'Sand', 'Dirt' and 'Deep Snow' and in low range Auto, Mud, Sand and 'Rock', all of which augment traction control and response for the various conditions. 

A mogul control program makes the ride smoother on bumpy terrain while the new 360-degree and terrain-view cameras show a feed from beneath the body to avoid nasty rocks.

The biggest challenge was dished out to the Altitude off-road flagship, with no GR Sport (at least for now). Equipped with all-terrain tyres, a locking rear differential (that actuates in just 0.15 seconds) and an electronic front stabiliser disconnect system that adds another 10 per cent front axle articulation, the Altitude absolutely cruised up, around and back down the rocky outcrop. We’ll need to find a bigger challenge. 

The Altitude can be tricked up even further with Toyota genuine accessories, including a roo bar (with body colour option) and integrated winch. We’ll be sampling one early next year on our well-known off-road loop, so stay tuned to see how it compares to other rivals.

For now, what is impressive isn’t necessarily how far you can take the Prado on tricky terrain, but how calm and relaxed it feels eating up rough conditions.

The Polestar 2 is a pretty conventional car to drive because an EV newbie will be comfortable behind the wheel… once they start driving it!

You see, there is no 'ignition' switch but so long as you have the key with you, you simply get in and shift into gear to 'start it' or get out and lock the car to 'turn it off'. It's weird and I'm not sure I will ever get used to it!

The motor has a lot of grunt and it's fun to put your foot down whenever you need to get up to speed or overtake. The power output is responsive and well-balanced with the rear-wheel drive delivering a sporty on-road experience.

If you're tackling winding roads or sharper corners, you can customise your steering responsiveness to 'light', 'standard' or 'firm' but remained on standard for most of the week. It's the best mode to handle stop-start running in town and highway cornering.

The Polestar 2 sits quite low to the ground and feels stable when you hit corners or the open-road. Although, the suspension feels on the firm side, which can make a bumpy road very noticeable.

Overall, the parking experience is good but the 360-degree view system is just too wiggy-woo for me to love it.

The images from the four cameras aren't well-stitched together and the angles seem to distort the overall image, too. It just looks confusing. So much so that you might not depend on it all that much.