A 9.0-inch colour touch-screen sits up high in the dashboard housing sat-nav with a SUNA traffic channel, while a 4.2-inch info display including a digital speedo sits between the analogue dials in the instrument pod.

In addition to lesser Prados, VX highlights include 19-inch (up from 17”) alloy wheels, a cool box, JBL 14-speaker audio, digital radio, leather-accented seats with front and rear outboard heating and front ventilation, illuminated side steps and front parking sensors

Our test car also had the optional tailgate with lift-up glass that meant shifting the full-size spare under the floor.

Sadly, that also means deleting the 63-litre sub fuel tank, reducing capacity from 150 to 87 litres. It’s an option worth avoiding if you’re doing a big and remote trip. A long range between refuels has always been a Prado plus.

The Prado comes with a five-year/unlimited-kilometre warranty and is serviced every six months or 10,000km – which is pretty frequently. The good news is capped price services are $260 for the first three years, but they get a lot more expensive after that.

Why should/shouldn’t I buy the 2012 Toyota Prado VX?

The 2012 Toyota Prado VX is an old-school, hewn-from-solid wagon that is at its best loaded up and touring toward the horizon.

It is comfortable and quiet, has a capable engine and transmission and long-legged suspension that all make it entirely appropriate for the long haul.

The engine specs do look a little underwhelming on paper, but it’s enthusiastic on the climbs and responsive when overtaking.

The claimed 7.9L/100km fuel consumption rate is optimistic, but unless you’re towing you should still see sub-10L/100km on the open road.

Get off formed roads – bitumen or gravel – and you’ll soon discover the Prado VX’s combination of mechanical drivetrain aids, off-road traction control (the acronym is A-TRC), substantial wheel articulation and ground clearance and video views around the vehicle help you clear most broken ground with ease.

It will drag the tow bar on steep pinches if you’ve got one fitted and the hill descent control sounds unnervingly pained, but the fundamentals are sound.

Speaking of tow bars, the Prado’s 3000kg braked towing capacity is down on the 3500kg some rivals claim. But that still leaves a few hundred kilos to work with once you do your GCM and GVM calculations. In our testing we’ve found it’s best to opt for a lighter van.

Weighing in at 2245kg (without the sub tank), measuring nearly 5.0m long, 1.885m wide and 1.845m tall, the Prado VX is not ideal for the cut and thrust of city and suburban traffic. It’s a bit ponderous and unwieldy.

But considering how spacious it is for people (except row three which is for the kids, really) and their stuff, the command driving position and Toyota’s reputation for high quality and reliability, it’s no surprise it often gets plucked for this role.

You should be aware that since 2015 the Prado has been powered by an engine that has had both diesel particulate filter and dusting issues, both of which Toyota now says are fixed.

Speaking of tech, the Prado VX is hardly at the forefront of cabin technology. The touch-screen isn’t up to the latest and standards of size and ease of use – check out the new Toyota LandCruiser for that.