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Toyota

LandCruiser Prado

J150 (150 Series)· 2009-2024 suv-4wd Top pick
Price (AUD)
$25k-$80k
Body styles
5-door wagon
Drivetrain
Full-time 4WD (Torsen centre diff, lockable)
Origin
Japan
Built in
Japan

Overview

Sold as GX, GXL, VX and Kakadu over a very long 2009-2024 run with several facelifts. Australia's default family touring 4WD: full-time 4WD with a lockable Torsen centre diff, seven seats, KDSS on higher grades. Diesel buyers got the 3.0L 1KD-FTV until 2015, then the 2.8L 1GD-FTV; a 4.0L 1GR-FE V6 petrol ran throughout. Each engine has a defining caveat - the early 1KD's cracked-piston recall, the 1GD's DPF/oil-consumption teething, and the V6's thirst - but the platform itself is among the most reliable modern 4WDs you can buy used.

Engines & variants

3.0L 1KD-FTV diesel

Engine
3.0L D-4D common-rail turbo diesel I4
Config
I4 turbo
Displacement
2982cc
Power
127kW @ 3400rpm
Torque
410Nm @ 1600-2800rpm (auto)
Drivetrain
Full-time 4WD (Torsen, lockable)
Economy
8.5-10.5 L/100km combined
Tow (braked)
2500kg
Tow (unbraked)
750kg
Transmission
5MT, 5AT
Timing chain / belt / gear
Chain-driven

Pros

  • Proven 1KD platform with massive support
  • Good torque and economy for touring
  • Simpler emissions than the later DPF 2.8
  • Strong resale

Cons

  • Euro IV (2009-14) engines have a documented cracked-piston risk
  • Injectors are a known wear item
  • EGR/intake carbon over time
  • Only 2500kg tow vs 3000kg+ rivals

Known problems

high
Cracked pistons (Euro IV, 2009-2014)
Euro IV 1KD pistons are susceptible to cracking, typically 100,000-150,000km, with black smoke, knocking, high crankcase pressure and power loss. A known Toyota issue with updated pistons available.
Fix: Engine rebuild with updated pistons. Check for the relevant Toyota campaign/history; avoid over-aggressive tunes.
From 100k-150k km · ~$6000-12000
high
Injector failure
1KD injectors wear and fail, causing rough running, smoke and hard starting.
Fix: Injector replacement (set) by a diesel specialist; quality fuel and filtration help.
From 120k-140k km (can be 75k-250k) · ~$2500-4500
medium
EGR / intake carbon and VGT sticking
EGR and intake soot, plus VGT turbo vane sticking, are the usual 1KD ancillary issues.
Fix: EGR/intake clean, VGT clean; catch-can helps.
From 120k+ km · ~$400-1500

2.8L 1GD-FTV diesel

Engine
2.8L common-rail turbo diesel I4 (DPF)
Config
I4 turbo
Displacement
2755cc
Power
130kW @ 3400rpm (150kW from 2020)
Torque
450Nm (manual 420Nm) / 500Nm @ 1600-2800rpm (2020+ auto)
Drivetrain
Full-time 4WD (Torsen, lockable)
Economy
7.9-9 L/100km combined
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven

Pros

  • More torque, more economy and more refinement than the 1KD
  • 3000kg tow (3500kg on later/auto)
  • Strong, modern, well-supported engine
  • Excellent long-distance tourer

Cons

  • Early (2015-17) DPF clogging and high oil consumption
  • MAF sensor dust contamination can trigger limp mode
  • DPF dislikes short urban-only running
  • Needs the GGG38 ECU update if not already done

Known problems

medium
DPF clogging / high oil consumption (2015-2017)
Early 1GD diesels suffered clogged DPFs and high oil consumption. Toyota service campaign GGG38 (June 2017) reflashed the ECU to raise exhaust temps and lengthen regen, largely resolving it.
Fix: Confirm the GGG38 update is applied; do regular highway runs; monitor oil level.
From Any (early build) · ~$500-2500
medium
MAF sensor dust contamination - limp mode
Fine dust can pass the air filter and electrostatically coat the mass-airflow sensor, feeding bad data to the ECU and dropping the engine into limp mode.
Fix: Clean/replace the MAF; quality air filter and good sealing, especially for dusty touring.
From Any (dusty use) · ~$150-400
low
Injector / EGR at higher km
Standard common-rail injector and EGR maintenance at higher km.
Fix: Injector service, EGR clean as needed.
From 150k+ km · ~$500-2500

4.0L 1GR-FE V6 petrol

Engine
4.0L DOHC VVT-i V6
Config
V6 NA
Displacement
3956cc
Power
202kW @ 5600rpm
Torque
381Nm @ 4400rpm
Drivetrain
Full-time 4WD (Torsen, lockable)
Economy
11.5-14 L/100km real world
Tow (braked)
2500kg
Tow (unbraked)
750kg
Transmission
5AT, 6AT
Timing chain / belt / gear
Chain-driven

Pros

  • Smooth, robust, chain-driven Toyota V6
  • No diesel emissions complexity (no DPF)
  • Cheaper to buy than diesel
  • Long-lived (300k+ km)

Cons

  • Thirsty, especially loaded/towing
  • Less torque than diesel for heavy work
  • Much weaker resale than diesel

Known problems

medium
VVT-i oil line failure
Same Toyota V6 issue as Prado 120/Hilux/Camry - the rubber VVT-i oil supply line can develop a pinhole leak and lose oil.
Fix: Replace with the updated braided steel line preventively.
From 150k+ km · ~$300-500 part
low
Fuel thirst
Real-world 12-16 L/100km loaded; not a fault.
Fix: Accept or fit LPG.
From Any · ~Running cost

Common problems (all variants)

medium
KDSS hydraulic seal leaks (VX/Kakadu)
The Kinetic Dynamic Suspension System can weep from its hydraulic cylinders/valve over time.
Fix: Reseal and bleed the KDSS; inspect for leaks pre-purchase.
From 150k+ km · ~$300-1500
low
Dash / interior trim cracking (heat/UV)
Dash top and trim can crack with sustained Australian heat/UV.
Fix: Dash cap/replacement; not structural.
From Any · ~$300-1200
low
Brake wear (heavy vehicle)
A heavy 7-seat 4WD chews brakes, especially when towing.
Fix: Quality pads/rotors; towing-spec pads if used for towing.
From 60k+ km · ~$400-900
low
Coastal / underbody rust
Beach/coastal examples can show underbody and tailgate rust.
Fix: Underbody inspection; wash down after beach use.
From Any · ~Varies