171120 Prado VS Everest 01
171120 Prado VS Everest 04
171120 Prado VS Everest 08
171120 Prado VS Everest 21
Rod Chapman2 Dec 2017
REVIEW

Ford Everest v Toyota LandCruiser Prado 2017 Comparison

We pit Toyota's updated LandCruiser Prado and Ford's refreshed Everest against some of the Victorian High Country's most iconic off-road tracks
Review Type
Comparison
Review Location
Victorian High Country

When family adventures beckon…
Australia is tailor-made for exploration, but the bulk of its many gems are off the beaten track – and that's why Toyota's LandCruiser Prado and Ford's Everest make complete sense.

The Prado is the Goliath of Australia's large SUV market. The 12,900 examples sold to the end of October 2017 give it a leading 13.4 per cent market share – exactly double that of its nearest rival, Isuzu's MU-X (4x4 and 4x2 combined).

To maintain that winning margin the Prado was recently updated, the newcomer sporting revised styling inside and out and more safety tech across the range.
But threats are lurking in the form of Ford's recently revised seven-seat Everest, an SUV based upon the Blue Oval's top-selling Ranger ute.

Here we've put mid-range trim grades of each head to head over a popular Aussie family 4WD destination – Victoria's High Country.

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Why are we comparing them?
Four-wheel drive SUVs are big business in this country, and standing tall above the competition is Toyota's Prado. Its 2017 update might not be extensive but the Prado's credentials have stood it in good stead since its debut in 1996.

But the 4x4 large SUV landscape is changing, with newcomers like Holden's Trailblazer, Ford's Everest and even Toyota's own FJ Cruiser and Fortuner effectively reshaping the niche.

We've pitted the Everest Trend against the Prado GXL because in addition to be being seven-seaters they both have dedicated four-wheel-drive drivetrains and third-row seating that folds flat, as opposed to the smaller Fortuner's switchable 2WD/4WD system and side-fold rear seating.

The Everest Trend is $4000 less than the Prado GXL, but the Ford is certainly well-equipped. So over two challenging days in the High Country we gained a clear picture of both models' strengths and shortcomings.

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Who will they appeal to?
As seven-seaters both these models are ideal for families. Adopting a 2-3-2 seating format, the Prado's middle row has a 40:20:40 split fold while the Everest has a 60:40 arrangement. The 50:50 split rear seats in each (standard on the Everest Trend and Prado GXL, optional on base-model Ambiente and GX grades) are for younger kids only, as they offer very little in the way of leg room and only limited head room.

However, folding the third row seats forward delivers the rear luggage space typically required of a multi-day off-road tour, provided a couple only has two or three kids in tow.

The Everest comes out in front in the luggage capacity stakes, boasting 450 litres behind the third row, 1050 litres with them folded flat, and 2010 litres with the second row also folded flat. That compares with 120/480/1833 litres for the Prado, although it should be noted that the two manufacturers use different methods of measurement (floor to headlining for Ford, the German VDA system for Toyota).

Both second and third-row passengers in both vehicles get their own heating/cooling vents and the second row get dedicated HVAC controls, with a USB and 230-volt outlet in the Everest and a 12-volt outlet and USB in the Prado.

Both models are level pegging for tow capacity, with braked towing limits of 3000kg.

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How much do they cost?
The Prado ranges in price from $53,490 to $84,490 (plus on-roads) while Everest spans $47,990 to $76,705 (plus ORCs). The mid-spec models on test are the Prado GXL ($62,990 plus ORCs) and Everest Trend ($58,990 plus ORCs).

Premium paint will set you back an extra $550 on both models, while the Prado's Premium Interior Option Pack – comprising leather-appointed seating, electric front seats and heating/cooling on the front and second-row seating – costs $3500. Our test vehicle came optioned with this pack.

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A wide range of factory options are available for each, including bull-bars, snorkels, towing packs and more.

Both vehicles come with a three-year/100,000km factory warranty but the Everest comes with 12 months of included roadside assistance. Service intervals for the Everest are every 12 months or 15,000km, whichever comes first, compared to every six months or 10,000km for the Prado.

171120 Prado VS Everest 21

What do they do well?
The Prado dominates this market niche for good reason. It offers better ride quality off-road than the Everest – firmer but with better damping – and offers a centre-locking differential in addition to the locking rear diff found on both models.

Both have low-range and driver aids like hill descent control and hill start assist, and while the Everest has a marginally lower first/low gear ratio (1:15.6 v 1:14.1), the Prado actually feels more settled in this gear on steep descents, requiring less braking input.

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The Prado also scores points for its exceptional fuel range, its dual tanks delivering 149 litres of capacity compared to 80 litres for the Everest, while it managed 12.4L/100km on this test (from the highway to the top of Mount Blue Rag) versus 12.7L/100km for the Everest. The Prado's interior is a step up from the Everest, the Toyota boasting a higher level of trim throughout.

While marginally heavier, the Everest's higher-capacity engine delivers a bit more grunt for open-road overtakes and it has a livelier accelerator, and we preferred the Ford's electric steering compared to the Toyota's hydraulic system, which transferred more road shock.

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The Ford's SYNC3 multimedia system is more advanced than the Toyota's comparable system, with easier-to-master voice commands, Apple CarPlay/Android Auto, and a more detailed sat-nav system that worked far more effectively in the bush.

Finally, the Everest wins out not only for asking price, but for its significantly longer service intervals (see How Much do they Cost, above).

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What could they do better?
The Everest really could do with a larger fuel capacity because it certainly has the comfort and off-road ability to tackle far-flung destinations. Carrying two or three jerry cans really eats into its luggage capacity advantage.

The Prado's 2.8-litre turbo-diesel isn't the most exciting powerplant going, only achieving what we'd terms as 'adequate' status on the blacktop, while those six-monthly services will counter to some degree the Prado's historically very strong resale value.

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Which wins, and why?
Both these vehicles will unlock Australia's often remote wonders for you and your family – in comfort and with relative ease. Both blend considerable off-road acumen with a high levels of comfort and an impressive list of standard features.

The Everest is a relative newcomer to the scene but an impressive debut it is. Spacious, well-packaged and well-priced, it's a capable vehicle for going bush with a level of refinement to take city duties in its stride.

However, for those wanting to head further off the bitumen for longer, the Prado is the pick of the pair due to its impressive fuel range and extra locking diff. Add in its superb ride, both road and off-road, and we're putting the Prado ahead of the Everest – but not by much…

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Price: $58,990 (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) / 12.7L/100km (as tested)
CO2: 224g/km (ADR Combined)
Safety Rating: Five-star ANCAP

2017 Toyota LandCruiser Prado GXL pricing and specifications:
Price: $62,990 (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) / 12.4L/100km (as tested)
CO2: 211g/km (ADR Combined)
Safety Rating: TBA

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