Prado was Australia's best selling medium SUV in 2008 but sales have tapered off in recent months with potential new buyers – and those upgrading from the old Prado – waiting to see the new Prado in the flesh. They have plenty of choice with 14 variants. Our take 2010 Prado styling is that it's a strong evolution of the old, with a modern look. The first leg of the launch was on-road between Sydney Airport and Orange giving an ample road-test sample of the vehicle's ride, suspension and comfort.

The first impression is of cabin quietness that is almost to Lexus standard. It seems a little soft in the suspension and not quite to the European – read German – standards. But, Prado is after all a genuine off-roader which sets it apart from the Europeans. On-road, the vehicle's auto transmission tends to hold on to the high gears longer than perhaps many drivers would like. The main reason for this is trying to squeeze every drop of fuel to the limit and chase economy.

Out of Orange we were able to test Prado off-road employing a raft of new technology aimed at making the off-road experience easier with less chance of turning pear-shaped. Our assessment is one of a vehicle that is highly capable thanks to the technology. Like all technology it is not idiot-proof, but will greatly assist those who have some off-road experience without being out-and-out weekend, off-road warriors.

New Prado has a choice of two engines – a 4.0 litre petrol six that has dual VVT-i which assists maximum power by at least 10 per cent to more than 200 kW. The 3.0 litre direct-injection turbo-diesel four cylinder gains new injectors and improved cooling efficiency from a front-mounted intercooler.

The diesel has a long, flat torque curve, holding the maximum torque of more than 400 Nm over a 1200 rpm rev range. The V6 petrol is a 24 valve DOHC engine producing 202 kW at 5600 rpm and 381 Nm of torque at 4400 rpm. The diesel is a 16 valve four cylinder that puts out 127 kW at 3400 rpm and 410 Nm of torque between 1600 rpm-2800 rpm.

Both engines can be matched to six-speed manual or five speed sequential-shift automatic transmissions. We drove both the wagon and Toyota's latest Prado, the three-door variant. The wagon has gained a lot of weight – 150 kg to 200 kg – over the outgoing model and while the engines are powerful, the end result is adequate more than sporty. The lighter three door model is a different story and borders on the nimble. The vehicles are roomy inside with the second row of seats sliding so that decent legroom is available. There are four equipment levels: GX, GXL, VX and Kakadu.

All new models have seven airbags, Vehicle Stability Control, all terrain traction control, ABS brakes with electronic brake-force distribution, and brake assist. For those into technology Prado has Bluetooth hand-free mobile telephone capability, USB auxillary input and iPod control. Most Prado variants have rear-view camera and climate control air-conditioning which extends three zones when fitted to seven-seat models. The third-row seat, which is power-operated on top of range models, folds into the floor to leave a flat cargo area.

“Electronic KDSS provides excellent vehicle stability during on-road driving and allows greater wheel articulation to help maintain traction in challenging off-road situations,” said a Toyota spokesman.