Ford Everest v Jeep Grand Cherokee v Land Rover Discovery v Toyota Prado 2017 Comparison

It used to be that going off-road meant roughing it, but nowadays there are 4x4 wagons that can confidently head beyond the beaten track without sacrificing the little luxuries of life.

The fifth-generation Land Rover Discovery is the latest example of that. Launched in Australia earlier this year, it is fundamentally all-new and poses a stern challenge to the rest of the large SUV segment.

So, we’ve assembled its logical rivals in the form of the Toyota Prado from Japan and Jeep Grand Cherokee from the USA to test it out, as well as added a wildcard, a new version of the most luxurious locally-developed Ford Everest, the Titanium.

And to make sure they all get a tough test we’ve headed to the spectacular north-west of Western Australia, centering on the Cape Range National Park near Exmouth.

Rocks, ruts and corrugations should sort the ability of this group out … and establish which pampers us doing it.

Why are we comparing them?
The Discovery is the most important new 4x4 launch of 2017 and the newly-crowned Carsales Car of the Year; therefore its credentials need to be established against key rivals in the segment.

For this comparo we’re testing the seven-seat Sd4 HSE. Translated that means it’s got the higher output 177kW/500Nm biturbo version of two Ingenium 2.0-litre four-cylinder turbo-diesel engines on offer and at $96,500 is pitched towards the higher-end of a long model list — but it’s far from the most expensive.

The Sd4 HSE comes with an eight-speed auto, permanent all-wheel drive with transfer case, air suspension, a five-star ANCAP rating, autonomous emergency braking, lane departure warning, adaptive cruise control, a reversing camera and full length curtain airbags that stretch to row three.

Standard equipment includes 20-inch alloys fitted with all-terrain tyres, auto LED headlights, a powered single-piece tailgate (replacing the old split design), a power-adjustable steering column, 10-inch touch-screen, 380-Watt Meridian sound system, navigation, tri-zone climate control and leather 10-way adjustable front seats.

The Disco comes with a three-year/100,00km warranty, while a five-year/102,000km service plan covering scheduled servicing labour, fluids and parts costs $1500.

Based on a new monocoque architecture already used by Range Rover, the latest Disco has been on a massive diet and weighs in at a very competitive 2184kg.

It measures up at 4970mm long, 2073mm wide, 1846mm high, swallows 1137 litres of luggage with row three folded and 2406 litres with row two also down. Braked towing capacity is a class-leading 3500kg.

Toyota Prado Kakadu
At $85,900, the Kakadu is the flagship of Toyota’s ever-popular Prado line-up. Being moderately facelifted now, it is powered by a 130kW/450Nm 2.8-litre four-cylinder engine mated with a six-speed auto, permanent 4x4 and low range.

The independent front and live-axle rear suspension is assisted by Kinetic adjustable sway bars, adaptive shock absorbers and rear air springs.

Prado has a five-star ANCAP rating, radar cruise control, blind spot monitoring with rear cross traffic alert, a reversing camera and seven airbags including full length curtains that extend to its standard third row seating.

A primitive form of autonomous emergency braking that slows but doesn’t stop the vehicle is also part of the Kakadu package.

Standard Kakadu equipment include 18-inch alloy wheels, a moonroof, heated front seating, leather trim, tri-zone climate control, Blu-ray rear seat entertainment, a chilled centre console bin and sat-nav.

Prado comes with a three-year/100,000km warranty and a couple of different three-year/60,000km scheduled servicing programs, the cheaper of which is $1440.

Based on a traditional ladder frame, the Prado weighs in around 2445kg. It is 4930mm long, 1885mm wide, 1880mm high, swallows a relatively piddling 480 litres of luggage with row three folded and 1833 litres with row two also down. Braked towing capacity is 2500kg but will be bumped to 3000kg for the MY18 auto.

Jeep Grand Cherokee Trailhawk
The new-for-2017 Jeep Grand Cherokee Trailhawk is the most off-road oriented model in the range.

Priced at $74,000, it is powered by the most powerful engine here, a 184kW/570Nm VM Motori 3.0-litre V6 turbo-diesel mated to an eight-speed auto, permanent 4x4 and low-range.

The Trailhawk gets a specific off-road tune of Grand Cherokee’s air suspension, extra bash plates, a locking rear diff and Goodyear tyres reinforced with Kevlar for extra puncture resistance.

A five-star ANCAP performer, it comes with seven airbags, a reversing camera and expected driver assist systems such as stability control. But more sophisticated aids like AEB are optional.

The only five-seater here, standard equipment includes 18-inch alloy wheels, bi-xenon headlights, cruise control, dual-zone climate, a powered steering column and tailgate, Nappa leather, an 8.4-inch touch-screen and a 506-Watt Alpine speaker system.

In an attempt to rebuild consumer confidence after a series of recalls, Jeep now offers Grand Cherokee with a five-year/100,000km warranty, lifetime roadside assist and scheduled servicing capped at $3585 for five years.

Based on a car-like monocoque, it weighs in around 2400kg (which is porky), is 4828mm long, 1943mm wide, 1792mm high and swallows 1030 litres of luggage – 1930 litres with row two folded. Braked towing capacity is a Disco-matching 3500kg.

Ford Everest Titanium
The $74,701 Ford Everest Titanium is powered by the same 143kW/470Nm 3.2-litre five-cylinder engine as the blue oval’s Ranger pick-up, which is also developed in Australia.

The Everest drives through a six-speed auto and permanent 4x4 system with low range, while Ranger use a part-time system. They also veer apart in the rear-end where the Everest’ live axle swaps leaf springs for coils and a Watts link.

In this case, the Titanium also has a new no cost option; the 18-inch tyre and suspension tune of the mid-spec Everest Trend. We’ve explained the rationale behind this addition to the range here.

A five-star ANCAP performer, the Everest includes adaptive cruise control with forward collision alert (that’s an audible warning not AEB), lane keeping, blind spot monitoring, cross-traffic alert, a reversing camera, front, front-side and three-row curtain airbags.

It weighs in at a hefty 2494kg, measures up at 4892mm long, 1860mm wide and 1837mm high. It offers 1050 litres of luggage capacity with row three power-folded and 2010 with row two also folded. Braked towing capacity is 3000kg.

Standard equipment includes HID headlights, 18- or 20-inch alloys, a panoramic sunroof, leather trim (but not row-three seats), dual-zone climate control, heated front seats with eight-way power adjustment, an 8.0-inch touch-screen and sat-nav.

Everest comes with a three-year/100,000km warranty, while a price guarantee is offered on the annual/15,000km scheduled servicing; A Melbourne-based 2017 Everest would cost $2430 over five years.

What do they do well?
There’s very little the Discovery doesn’t do well.

Off-road it has the traction, the best ground clearance (283mm) and water fording ability (900mm) to master any of the tough conditions we threw at it.

Mind you that performance was aided by the fitment of the $3200 optional Capability Plus Pack, which includes an active locking rear differential, the multi-mode Terrain Response 2 controller and all Terrain Progress Control, which is a low-speed off-road cruise control.

Land Rover’s terrain controller is now copied in some form or other by all its rivals, but it remains the easiest to use. Just select the mode that suits the on- or off-road driving via the dial on the centre console and the smart software looks after the rest, adjusting throttle, suspension, steering and traction control to suit.

On-road the Discovery has truly enjoyable handling behaviour, as well as the ability to ride over most bumps and corrugations with little impact into the cabin. It’s the same when it comes to noise deadening.

And that cabin is not only quiet, it is truly luxurious. It’s leagues ahead of the rest in terms of design and materials. Storage opportunities abound front and back and even little things like the way the various plug-ins are located together in the centre bin is elegantly efficient.

The hard work Land Rover has put into weight reduction aids engine performance as well as dynamics. Despite its small size, the 2.0-litre four-cylinder was outstandingly smooth and strong and also produced the best fuel consumption on test at just 9.7L/100km (versus a claimed 6.5L/100km).

While it was the only vehicle with completely passive suspension, the Everest proved a stand-out performer on the corrugated dirt roads that are so common and such a bane in the outback.

It also communicated what was happening under the wheels very clearly to the driver, thanks to a great chassis balance and responsive steering. In slower, tougher, off-road going it also had plenty of traction and wasn’t the first to run out of articulation, although it was the most limited on ground clearance.

The Toyota feels like it is hewn from solid, able to grind up or down any off-road challenge we threw at it. And thanks to an enormous 150-litre fuel tank, it’s got a theoretical range well beyond 1000km. No need to take spare fuel.

There’s also no shortage of interior space in the Prado. Second-row passengers are better looked after here than in any other vehicle on test.

With one less row of seats, the Trailhawk is at a theoretical disadvantage, but few people head outback with three rows filled up with people.

The Jeep’s powerful engine is certainly more relevant. Combined with abundant traction, up to 260mm of ground clearance there’s few orthodox obstacles it won’t defeat.

Get back on-road and there’s no sane passing move it can’t make, even when solidly loaded up. It really is a bit of a jet. And at 10.7L.100km on test, second best here on fuel as well.

The Trailhawk also drives really well on-road. It feels much more like a car than a truck, aided by its adjustable suspension that hunkers down as speeds rise.

What could they do better?
The Discovery’s on and off-road capability was shown up in just one circumstance; high-speed corrugations. Every now and again something in the car’s electronic systems got confused and it would not accelerate.

The issue quickly sorted itself out each time, but the question remains – one-off with our vehicle or something that afflicts Disco’s generally? As more examples of the breed get out and about the answer will become apparent.

Then there’s the tyre choice Land Rover has packaged with Discovery; 255/55R20s had us fearful of punctures in rockier conditions and while they didn’t eventuate we remain concerned.

But we did manage to bog the Disco and found out the front fascia has to be removed to bolt in a tow hook. Removing sand from the airbox also requires the cover to be unscrewed, whereas all the others can simply be unclipped.

But the big issue is just the sheer cost of the Discovery and not only the recommended price before on-roads. There is a plethora of options to be added, either by themselves or in packs.

Paint is an obvious example of the game Land Rover is playing here. White is the only standard color. Metallic costs $2010 and premium metallic $4020. And there is some stuff you just can’t get, like Apple CarPlay and Android Auto.

In some ways the Trailhawk is the opposite proposition to the Discovery. It’s affordable and has plenty of standard gear, but it just lacks the tuning subtlety of the Discovery.

It rides poorly, especially on corrugations and throttle tip-in is hesitant in high-range, making slow-speed work more challenging than it should be.

If Jeep engineers had a taste of local requirements they could tailor the Trailhawk to our conditions with just minor changes. Then it would be a much better vehicle. So hop on a jet and get down here fellas…

Curiously for a vehicle touted as such a hard-core off-roader, the Trailhawk’s spare is a highway tyre mounted on a steel wheel -- not the standard trail-rated 265/50 18-inch Goodyears.

Even more curiously, while there are two vivid red tow hooks up-front there are none at the back. We found that out when we got bogged!

And speaking of tyres, why does the Everest get highway rubber for its new off-road option? Weird. But again, no punctures on test.

More significantly, the Ford is let down by a lack of drivetrain and cabin refinement. The I5 does not like to be revved, tending to get raspy higher in the rev range. Most owners won’t head up there that often as the engine torques along better at lower revs.

However, all owners will have to put up with heavy fuel use. We averaged 11.3L/100km on test, which combined with an 80-litre tank means we were always planning our drive routes around the Everest’s limitations.

The cabin feels underdone. For example, there’s no reach adjust on the steering column, while the Ford’s SYNC3 infotainment system is cumbersome to navigate. The narrowness of the truck-derived cabin makes for a cramped passenger experience compared to the Prado and Disco.

Which leaves the Toyota. Worst on fuel at 11.65L/100km – but remember it had that big tank to compensate – the Prado lumbers along clearly feeling its weight.

The 4x4 system also has its idiosyncrasies. Multi Terrain Select only allows modes to be nominated in low range, otherwise, the huge dial sits there chewing up masses of centre-stack real estate and not really doing much. There’s an overhaul of this system with the MY18 facelift.

No Apple/Android connection for the Toyota either.

Which wins, and why?
While all the ingredients are there to make the Trailhawk a great off-roader its hasn’t been tuned for Australian conditions. Fix the corrugated road ride, smooth out the throttle for slow-speed work and the Jeep would be a contender.

The Everest is the opposite of the Trailhawk. A rudimentary set of building blocks has been carefully nurtured into a vehicle that drives beautifully on Australian roads, trails and tracks.

It’s beyond the driving where the Everest can’t match its rivals. It simply does not have that luxury feel.

The Prado is a star. The enduring master of this class has rock-solid ability off-road and is serviceable on-road. Like all Toyota 4x4s, it also has a deserved reputation for capability and quality.

But it can’t match the sheer excellence of the Discovery.

Despite the pricing, despite the glitches and detail issues, it’s the Discovery that tops this comparison test. It proved itself incredibly capable in any circumstance we threw at it while looking after its occupants in a more refined manner than anything else here can match.

So, can you have luxury and off-road capability at the same time? If you can afford a Discovery, the answer is a resounding yes!

2017 Ford Everest Titanium pricing and specifications:
Price: $74,701 (as tested, plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 143kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined)
CO2: 224g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Ground clearance: 225mm
Wading depth: 800mm
Approach angle: 29.5
Break-over angle: 21.5
Departure angle: 25
Fuel tank size: 80L

2017 Jeep Grand Cherokee Trailhawk pricing and specifications:
Price: $74,000 (as tested, plus on-road costs)
Engine: 3.0-litre V6 turbo-diesel
Output: 184kW/570Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 198g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Ground clearance: 260mm
Wading depth: 508mm
Approach angle: 29.8
Break-over angle: 22
Departure angle: 27
Fuel tank size: 93L

2017 Land Rover Discovery Sd4 HSE pricing and specifications:
Price: $96,950 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 177kW/500Nm
Transmission: Eight-speed automatic
Fuel: 6.5L/100km (ADR Combined)
CO2: 171g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Ground clearance: 283mm
Wading depth: 900m
Approach angle: 34 degrees
Break-over angle: 27.5
Departure angle: 30
Fuel tank size:

2017 Toyota Prado Kakadu pricing and specifications:
Price: $85,900 (as tested, plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 130kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 211g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Ground clearance: 220mm
Wading depth: 700mm
Approach angle: 32
Break-over angle: 22
Departure angle: 24
Fuel tank size: 150L