Toyota LandCruiser Prado Kakadu v Denza B5 Leopard 2026 Comparison

These large off-road SUVs attempt to answer the same question in very different ways.

Both share the same go anywhere, family-oriented philosophy. However, while the 2026 Toyota Prado Kakadu uses a turbo-diesel engine as the main ingredient, the 2026 Denza B5 Leopard is fitted with a plug-in hybrid powertrain (PHEV).

What’s more, there’s a sizeable $20,000 wedge between this pair despite the fact we opted for the top-spec versions to see how the best example of each model stacks up. As such, the Prado Kakadu is priced from $100,690, while the B5 Leopard is a much more palatable $79,990 (both before on-road costs).

There are cheaper variants for each. However, a key difference here is that the B5 is only offered with five seats, while the Prado has five- and seven-seat options (Kakadu tested here is a seven-seater only).

Being range-topping variants, the 2026 Toyota Prado Kakadu and Denza B5 Leopard come very well equipped.

Common to both are 20-inch alloy wheels wrapped in semi-rugged highway terrain rubber (Yokohama Geolanders for the Prado and Pirelli Scorpions for the B5), LED headlights and daytime running lights (DRLs), roof rails, leather-appointed trim (Nappa leather for the Denza), powered front seats, a panoramic sunroof and full-size spare tyre.

The Prado nabs a steering wheel with electric tilt/reach adjust while the Denza’s is manually adjusted.

The pair are equipped with a rugged ladder-frame chassis, adaptive suspension, full-time four-wheel drive, low range gearing and a double wishbone front end. The B5 gets the same set-up in the rear, while the Prado runs a four-link solid rear axle.

Each offer a handful of options including premium paint – $675 on the Toyota and $1500 on the Denza – which both vehicles on test are finished in. Meanwhile, the B5’s Sandstone cream interior seen here is another $500.

The Prado’s five-year/unlimited-kilometre warranty is arguably better than the B5’s six-year/150,000km warranty (eight-year/160,000km for the battery pack). However, the story is different again when it comes to servicing.

The Toyota requires servicing every 10,000km (or six months) – capped at $390 per visit (or around $780 per year) – while the Denza has longer 12-month/20,000km intervals which average $644 per service, making it slightly more affordable per year.

Both the 2026 Toyota Prado Kakadu and Denza B5 Leopard meet modern standards, and each come with a maximum five-star ANCAP safety rating.

A comprehensive suite of features includes autonomous emergency braking (AEB), lane keep assist, adaptive cruise control, rear cross traffic alert, traffic sign recognition, driver attention monitoring and blind spot monitoring.

 The B5’s 11 airbags beats the Prado’s nine, but both offer a front centre airbag and importantly, the Prado’s protection extends to occupants in the third row. Denza also touts a ‘super strong’ 12-tonne roof crush resistance, which you hopefully never need to rely on.

It’s worth noting that although the Denza feels more advanced from a tech perspective, its driver monitoring system is intrusive, and the lane assist can be very jerky as it tries to keep you in the centre of the lane.

Thankfully, these systems can be switched off or adjusted fairly easily, even if it takes a bit of menu-diving in the Denza.

There’s a big difference in tech between the 2026 Toyota Prado Kakadu and the Denza B5 Leopard.

The B5’s 15.6-inch central touchscreen outguns the Prado’s 12.3-inch unit, but not everyone will be a fan of the fact most functions (including the climate control) are crammed within the Denza’s large display.

Speaking of, don’t expect it to rotate like the BYD Shark 6 (that unique function has now been ditched) but it does bring superior processing power and much sharper graphics compared to the Toyota.

The Prado feels more like it was designed to be used primarily with smartphone mirroring. That’s because it falls short in terms of native menus and, compared to the Denza’s myriad display options, feels outdated.

Again, the pair come well-equipped, with wireless Apple CarPlay and Android Auto, wireless phone charging, FM and digital radio (AM for Toyota but not Denza), navigation, voice assist, digital rear-view mirror and a head-up display as standard.

Both utilise a digital 12.3-inch instrument cluster ahead of the driver, and the Denza adds a second wireless phone charging pad.

The biggest difference between the 2026 Toyota Prado Kakadu and Denza B5 Leopard are their powertrains.

The Prado sticks with a more traditional setup comprising the same 2.8-litre four-cylinder turbo-diesel engine that’s powered the SUV for around two decades. For the new-gen Prado, the Japanese car-maker simply added a 48V power generator to keep emissions down rather than add power.

As such, outputs remain at 150kW and 500Nm, with power sent to all four corners via an eight-speed automatic.

The Denza goes in a completely different direction with a plug-in hybrid (PHEV) system, combining a 135kW 1.5-litre turbo-petrol engine with dual electric motors – one on each axle – plus a 31.8kWh lithium-ion battery pack.

All up, the system is claimed to produce a whopping 400kW and 760Nm, which is enough to propel it from zero to 100km/h in a claimed 4.8 seconds. That’s despite the fact it weighs a hefty 3007kg – or 412kg more than the Prado Kakadu.

The electric motors are designed to primarily drive the B5 – it can be driven up to 100km on electricity alone – with the petrol engine acting more like a back-up power supply and generator. It also means while you only need to put diesel (and AdBlue) in the Prado, the B5 requires petrol and electricity.

The B5 PHEV can be charged via 11kW AC or 100kW DC charging and offers V2L (vehicle-to-load) functionality, so you can power small appliances. The Prado Kakadu also gets a 220V power plug in the boot, but the Denza’s battery pack makes its power outlet more useful for camping.

But all that weight diminishes its lugging capabilities, so while the Prado offers 3500kg braked towing and a 650kg payload, the Denza only offers 3000kg (braked) and 490kg respectively.

That means, in a worst case, if you were towing at its full three-tonne capacity, you’d struggle to carry much more than two average-sized male passengers and a few bags (or 225kg) before you max out its 6232kg GCM.

The 2026 Toyota Prado Kakadu is claimed to sip 7.6L/100km on the combined cycle, which is only slightly less than the previous generation’s 7.9L claim, though real-world driving (especially with towing or off-roading) can push that closer to 10L/100km or more.

The Denza, being a PHEV, is more complex and therefore it comes with several efficiency claims based on the battery pack’s state of charge (SOC). With the battery’s SOC between 25-100 per cent, it’s claimed to use as little as 1.9L/100km, while a depleted battery (<25% SOC) sees consumption rise significantly to a claimed 10.92L/100km.

On test, we averaged 10.1L/100km in the Prado and 6.6L/100km in the B5 after a mix of highway, suburban and off-road driving. However, it’s worth noting that we started the test with a full battery in the Denza and recharged it once during testing.

Had we not done so, its consumption figures are likely to have been closer to the Prado’s.

Put simply, the 2026 Toyota Prado Kakadu feels like a proper workhorse while the Denza B5 Leopard feels more like a show pony.

On tarmac, the Prado feels solid, predictable and a little heavy, which is no surprise given its agricultural underpinnings. But it’s not difficult or unwieldly to manoeuvre, thanks to well-weighted steering and decent ride comfort around town.

When you ask for swift acceleration, the diesel remains surprisingly quiet, even if it’s a little lethargic. Its sufficient 150kW/500Nm outputs mean lugging people and gear is no problem but if you’re expecting more performance from its new 48V mild-hybrid system, then you’ll be disappointed. The reality is that the system is designed to add some electric assistance in stop-start traffic instead of additional acceleration.

On the other hand, the Denza B5 feels much more car-like, modern and refined – even despite the incredible mass. The electric motors combine to deliver acceleration and performance that feels unnatural for an SUV this size. It also provides near-silent driving, even when the 1.5-litre petrol engine kicks in, whirring away in the background – NVH levels are seriously impressive.

On the open road, both the Prado and B5 tend to shimmy and shake over uneven surfaces thanks to their ladder-frame underpinnings, but it’s the Prado that’s slightly more cushioned over bumps.

The steering is much lighter than the Prado, but almost artificially so. This isn’t necessarily a good thing and given it feels more like a sports car than an SUV in a straight line, the B5 tends to encourage more enthusiastic driving, which only ushers in body roll and screeching tyres as it scrambles for grip.

The B5’s driver assist aids, while mostly fine, also require some fine tuning.

At highway speeds, even with no traffic or other vehicles around, the adaptive cruise control seems to struggle to maintain a constant speed. At times, it feels like you’re being driven by a taxi driver that’s constantly on and off the throttle.

The lane assist can be jerky, too, so that was mostly switched off. Same goes for the driver monitoring system which I didn’t find as intrusive as other vehicles but is still annoying enough to cancel.

Yes, the 2026 Prado Kakadu and B5 Leopard are genuinely capable off-roaders with full-time four-wheel drive and low range capability.

Interestingly, there’s no mechanical link between the Denza B5’s front and rear ends, which is very different to the Prado’s more traditional 4x4 formula with a centre locking differential.

The Prado brings a range of multi-select terrain options (mud, sand, dirt mode etc.) and Toyota’s Crawl Control (DAC), which is just a fancy name for downhill assist. A solid rear axle also provides better articulation.

Meanwhile, the Denza harnesses mechanical locking diffs at either end and a two-speed transfer case, along with a host of off-road drive modes and an advanced traction control system to help it tackle tricky terrain.

Denza’s clever DiSus-P suspension also allows you to manually adjust the ride height, offering a maximum ground clearance of 310mm and 39-, 35- and 27-degree approach, departure and ramp over angles respectively.

Both the Prado and B5 afford a wading depth of 700mm. However, in the Denza’s highest suspension setting (of three options), it increases to 790mm. Those figures all but trump the Prado Kakadu’s 221mm ground clearance, 32-degree approach and 17-degree departure angles.

Both the 2026 Toyota Prado Kakadu and Denza B5 Leopard are impressive machines off-road despite the fact they use different ingredients to achieve the same result.

We took the off-road 4x4 duo on a gruelling course of slippery mud-covered hills, through a big water puddle, up steep inclines with exposed rock and across gravel roads at speed.

The Prado’s more traditional setup makes it predictable and easy to manoeuvre. It feels solid and confident, let down only by its highway terrain tyres. It negotiated steep inclines without the need to engage the diff lock or even low range and when it was hampered by a lack of grip and got stuck mid-hill spinning its front tyres, all it needed was to back down and have another go with slightly more speed.

Where the Prado got stuck spinning, so too did the Denza, requiring help from its ‘Mud’ off-road drive mode (which also raises the suspension) to conquer the same hill.  

Happily, the B5 eventually made it across all obstacles without needing to engage either of its locking diffs and the B5’s slew of cameras – with better resolution and more viewing angles – greatly improve visibility.

Harnessing the B5’s instant torque takes more finesse, as does the brake pedal. It made an unnerving squelch noise at times but is also more inconsistent with its modulation given the energy regeneration occurring.

A common complaint from Prado owners is the fitment of its full-size spare tyre under the rear end – the Denza’s is better placed on the tailgate, although that does slightly hinder vision – which tends to get battered off-road.

We can attest to this after dragging the bum departing a few steep hills. We scraped the tow bar too, which yes, you’d normally remove before off-roading. Whoopsie.

On corrugated gravel roads, both SUVs feel confident at speed, but where the Prado irons out harsh bumps and potholes, the B5 can feel harsher and takes slightly longer to settle after a big hit.

Inside, the 2026 Denza B5 Leopard is a clear step ahead of the Toyota Prado Kakadu.

While the Prado feels solid, familiar and built to last, the B5 is more luxurious. Especially with massage seats up front, a gear stick that rises from the centre console on start up and a hot box/freezer good for temperatures as low as minus 6° degrees Celsius and up to 50°.

That beats the Prado’s air-conditioned ‘cool box’, which is still nice to have.

Both get heated and ventilated seats up front and for the outboard pews in the second row, and second-row amenity is similar across both vehicles. The Denza’s flat floor and tall roof mean head and leg room is better, but the Prado’s third row makes it more useful for large families.

That third row is easy to access via the tumbling middle seats, but the fact the latter isn’t on sliding rails means leg room may be limited for taller occupants. Even still, at 166cm, I could comfortably spend an hour or so in the third row.

Both vehicles get ISOFIX points in the second row (outboard seats only), however, the Prado’s third row doesn’t gain top-tether anchorages.

There are a few matters of contention to address.

Granted this is most likely a pre-delivery mishap, yet our B5 tester didn’t come with floor mats despite having the little knobby bits on the driver’s floor to lock them in place. Its low-slung glovebox also smacks into the knees or shins of the front passenger.

Meanwhile, the Denza’s huge sunroof is borderline unusable at anything beyond walking pace. This is because it produces a high level of wind noise and buffeting unless you put every window in the car down (which isn’t always ideal).

You also can’t adjust the height of the seatbelts (on the B-pillar) in the Denza’s front seats, meaning shorter people may need to deal with the belt rubbing on their neck.

Then, there is the Prado’s weirdly packaged boot, with a plastic tub designed to raise the height of the floor so it’s in line with the third row when folded. The on-paper figures of 182L or 906L in seven- or five-seat form make the Prado – on paper, at least – around double the size of the B5 at its maximum, which quotes a cargo capacity of 470L.

This doesn’t check out when you look at them next to each other and although Denza’s side-hinged tailgate will impinge on practicality for some, the lower (and flat) load area and generous boot opening gives it the better rump in this pairing. Although I do like the Prado’s secret split tailgate.

In this pairing, the 2026 Toyota Prado Kakadu is the safe choice. Especially for those wanting a go-anywhere family hauler with a strong reputation, the promise of good resale value and the ability to tour, tow and access parts and service centres just about anywhere in the country.

Those reasons, not to mention the fact its predictable, fuss-free nature make it so easy to live with. In reality, I doubt anyone will cancel their Prado order for a new Denza B5.

But you can’t deny the appeal and outright value offered by the circa-$80K B5 Leopard. It’s a good $20K cheaper, brings loads more luxury and tech, forgoes basically zero off-road capability and needs less frequent servicing.

It’s also arrestingly powerful, has a load more features, and if you use it appropriately, it is more efficient than the Prado, too. Sure, it’s not perfect, and BYD/Denza is still in its infancy Down Under, but it’s promising to see such a strong contender from an emerging brand.

And that’s why the Denza B5 wins this comparison.

2026 Toyota Prado Kakadu a glance:
Price: $100,690 (plus on-road costs)
Available: Now
Powertrain: 2.8-litre four-cylinder turbo-diesel mild-hybrid
Output: 150kW/500Nm
Transmission: Eight-speed automatic
Fuel: 7.6L/100km (ADR Combined)
CO2: 200g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2024)

2026 Denza B5 Leopard at a glance:
Price: $79,990 (plus on-road costs)
Available: Now
Powertrain: 1.5-litre four-cylinder turbo petrol-electric
Output: 135kW/260Nm (electric motor F: 200kW/360Nm, R: 285kW/400Nm)
Combined output: 400kW/760Nm
Transmission: Electronic CVT
Battery: 31.8kWh lithium-ion
Range: 90km (WLTP)
Energy consumption: 23.3kWh/100km (WLTP)
Fuel consumption: 3.9-10.92L/100km (WLTP, pending battery SOC)
CO2: 42g/km (WLTP)
Safety rating: Five-star (ANCAP 2025)

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