Toyota LandCruiser Prado v Ford Everest 2015 Comparison

Ford Everest Titanium v Toyota LandCruiser Prado Kakadu
Comparison Test

Proper 4WDs were seemingly a dying breed until the arrival this year of a bevy of new, ute-based models including Ford Everest, Toyota Fortuna and Mitsubishi Pajero Sport (nee Challenger). Of these, the new Everest with its upmarket positioning stands out as a real alternative to the Toyota LandCruiser Prado, the undisputed king of large off-road wagons in this country. But does the Ranger-based seven-seater have the goods to match the ubiquitous Prado. We head to Victoria’s High Country to find out…

Travel just about anywhere in Australia and you’ll spot one. From the gruelling Gibb River Road in the Top End to the trendy streets of Bondi, Toyota’s all-conquering LandCruiser Prado is a common sight.

With proper off-road credentials, a spacious, well-equipped cabin and reassuringly large fuel capacity – not to mention Toyota’s legendary reputation – the big SUV is the great Aussie all-rounder: as suited to family duties as challenging Outback adventures.

But there’s a new kid on the block threatening to cut into the recently-revised Prado’s  significant market share. Launching its new Ranger ute-based Everest in August, Ford came out punching and declared its new seven-seat off-roader a legitimate rival to the Prado, which has been Australia’s top-selling SUV for the last 20 years.

Short changed...
Toyota reckons its new HiLux-based Fortuner is a closer rival, but a quick glance at the spec sheets confirms the Prado and Everest are a good match, at least on paper. On a host of measurements, including external dimensions, engine outputs, off-road clearances, turning circles and official fuel figures, they’re remarkably similar. Both offer spacious seven-seat layouts, dual-range full-time 4x4 systems, and five-star safety ratings. Even tare weights are pretty similar: 2436kg (Everest) versus 2335kg (Prado) in the top-spec grades.

Unlike most other ute-based SUVs, Ford has pitched the Everest upmarket so it also competes with Prado on price. Like the Toyota, the Ford starts just above $50,000 and extends all the way to $76,990 – albeit well shy of the Prado’s $84,490 peak.

So with seemingly more in common than not, the only way to separate the pair is to hit the highways and dirt tracks and see how they stack up in the sort of conditions these vehicles are built to endure.

For this comparison we pitted the range-topping Everest Titanium and Prado Kakadu, both with direct-injection turbo-diesel engines and six-speed auto transmissions. The setting was Victoria’s High Country, involving a long bitumen drive from Melbourne to Mansfield before hitting the dirt trails and more challenging off-road tracks that criss-cross Mt Buller and Mt Stirling.

Rough and ready
Given their hefty weight, heavy-duty ladder frame chassis and high centre of gravity, both are impressively civilised and relaxed on the highway and around town. However, the Everest is noticeably quieter, smoother and more refined in the way it goes about its business.

Thanks partly to an active noise cancellation feature, engine noise is barely heard in the top-spec Ford even at higher revs. In the Prado, on the other hand, there’s an ever-present diesel clatter, though the latest 2.8-litre, four-cylinder engine is a lot quieter than the old 3.0-litre.

Neither needs to be revved hard to achieve decent performance, and both sit comfortably between 1500-2000rpm on the freeway. But the Everest’s grunty 3.2-litre, five-cylinder engine with 13kW and 20Nm more feels smoother and more responsive through the low and middle rev ranges compared to the Prado’s more languid approach.

Hit some fast twisty sections and the Everest has better ride control. It hides its bulk better in corners. It’s also less jiggly for rear seat passengers in the Everest. However, the Prado’s softer suspension is more forgiving, absorbing bigger bumps and pot holes with less ‘crashing’ than the Everest.

Both have light steering, geared more to slow off-road work than fast sweepers. The hydraulically-assisted steering in the Prado feels more natural and progressive than the sometimes artificial feel of the Everest’s electric set-up, but there’s not much in it. However, the Ford has firmer, more reassuring brake pedal feel than the Prado’s.

Hit the dirt though, and the Prado is a step ahead. While both are true off-roaders, the top-spec Prado’s locking centre and rear differential, height-adjustable suspension and disconnecting sway bar give it the edge over Everest’s solitary locking rear diff when the going gets really tough.

Both have Land Rover-style electronically-controlled off-road modes for tackling different surfaces including ‘sand’, ‘rock’, ‘mud’ and ‘snow’. However, unlike the Prado only rock mode is available in low range in the Everest. Both have hill-descent control for tricky descents.

However, even without the electronic trickery both crawl up and down slippery slopes and negotiate deep ruts and large moguls with ease, thanks to ample low-range gearing, excellent wheel articulation and generous ground clearance (220-225mm). With decent fording depths (700-800mm), both vehicles easily crossed a reasonably deep creek.

Both have steel bash plates to protect engine and other vital underbody components, which in the Prado’s case came in handy when a large rock in the middle of the track was hit hard at one stage. Otherwise, the main issue was scraping of standard side steps.

The Prado also lays claim to being more ‘rough road’ ready from the showroom, with its smaller 18-inch alloy wheels and more aggressive, all-terrain tyres proving a better option in the often muddy and slippery conditions than the Everest’s slicker 20-inch wheel and highway tyre package.

While the Everest’s smart, six-spoke alloys and lower-profile rubber will get you more compliments from the neighbours they’re less practical when lowering tyre pressures off-road – or indeed when trying to source a replacement tyre in country towns.

The Everest’s passenger car-style tyres also proved less resistant to impact from sharp rocks with a serious but not fatal cut to the sidewall on one of the Ford’s tyres.

Tough love
Of course, even hardcore off-roaders appreciate some in-cabin comforts, and both deliver these in spades. Both offer large, well-padded, electrically-adjustable and leather-lined driver’s seats with a commanding view of the road ahead.

With its push-button, multi-adjustable steering wheel (the Everest’s only adjusts manually for height), the Prado has a slight edge in driver seat adjustment, but getting a comfortable position in the Ford isn’t hard.

Both feature upmarket ‘faux’ trim along the dash and doors – glossy strips in the Everest, matte woodgrain in the Prado – to differentiate from cheaper variants, though both look a bit tacky. The Prado has some nicer soft finishes but given it’s the older of the two (and despite a recent facelift), it’s no surprise the dash appears dated and cluttered compared to the Everest’s more contemporary, cleaner presentation.

The Prado’s more traditional instrument panel is also no match for the Everest’s triple digital display that provides more customisation options for the driver. Both have large touchscreens and quality sound systems although the Ford’s SYNC infotainment system is simpler to use.

We found some of the technology worked more fluently in the Ford too. For example, it was often a struggle to disengage 4WD low-range in the Prado, while the active cruise control in the Toyota failed to work at one stage while it was raining.

Technology-wise, both vehicles come standard with electric sunroof, touchscreen display with sat-nav, digital radio (DAB+), voice control and Bluetooth, tri-zone climate control, a reversing camera, front and rear parking sensors, and trailer sway assist.

While the Prado has active cruise control and blind-spot monitoring, it misses out on active safety aids fitted to the Everest like lane-keeping assist and fatigue alert, as well as tyre pressure monitoring and HID headlights.

However, unlike the Everest the Prado gets keyless start, a centre console fridge, all-round camera system and heated rear (as well as front) seats. It’s also the only one to have a BluRay player and drop-down screen in the second row.

With its 30 storage compartments, the Everest has the slight advantage in accommodating odds and ends. Both vehicles, however, have the required number of USB/12V/220V sockets, cup holders, grab handles, and overhead vents scattered throughout the cabin.

The great indoors
While both have multi-adjustable and split-section second-row seating, there’s more leg and elbow-room to fit three adults in the Prado – although the Everest’s middle seat is more comfortable for long distance travelling. Seating for two in the third row is a slightly more comfortable proposition in the Everest, although both are squishy for grown-ups.

With top-tether anchorages on all seats, the Everest can accommodate up to five baby seats, compared to three in the Prado. However, the Toyota is the only one with ISOFIX fitting points – two in the second row.

With the third-row seats folded flat (electrically in both), the Everest offers significantly more cargo space in the back. This is largely due to the Prado’s raised floor, but that’s the price you pay for a massive 150 litres fuel capacity; almost twice that of the Everest’s 80 litres. While not a deal-breaker for suburbanites, those planning to head Outback will value the Prado’s additional 63-litre fuel tank.

Subsequently, the placement of Prado’s spare tyre on the side-hinging tailgate (compared to the Everest’s top-hinging electric tailgate and underbody mounted spare) makes the Ford more practical when parking.

Those planning a ‘Big Lap’ with a large caravan will also be swayed by the Everest’s superior 3000kg towing capacity versus the Prado’s 2500kg.

There’s little between them in the ‘aftersales support’ category, with slightly better 12 month/15,000km servicing intervals (versus six months/10,000km) and 12 months free roadside assistance for the Everest. Ford’s capped-priced servicing covers the life of the vehicle, where’s Prado’s covers the first three years or six services.

Both are five-star safety rated and are backed by a three-year/100,000km warranty.

Average fuel consumption also proved remarkably similar over the trip: 13.5L/100km for the Everest and 13.9 for the Prado (compared to the official combined figures of 8.5 and 8.0L/100km respectively).

The final toss
So in the end, there’s little between them and it really comes down to where the vehicle will spend most of its time. If it’s on the bitumen, towing a caravan or carting the family around, the Everest is a good choice. The Ford is also the better proposition if you want the latest design and safety technology.

However, if you’re planning to spend significant time on the dirt or travelling in remote regions the Prado has the better off-road and touring package.

But if it’s about value for money, the range-topping Everest Titanium is hard to dismiss. Spec-for-spec, it’s difficult to justify the extra $7500 for the LandCruiser Prado Kakadu.

Just as well equipped, cheaper, nicer on-road and almost as good off-road, the new Everest is a narrow winner on this occasion.

2015 Ford Everest Titanium pricing and specifications:
Price: $76,990 (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

2015 Toyota LandCruiser Prado Kakadu diesel pricing and specifications:
Price: $84,490 (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