The mighty Toyota Prado faces off against its most serious rival yet, the new Ford Everest
- Which is the best large 4×4 wagon – Toyota Prado or the new Ford Everest?
- Is the new Ford Everest better value than the Toyota Prado?
- Is the new Ford Everest safer than the Toyota Prado?
- What are the technical differences between the Ford Everest and Toyota Prado?
- Is the new Ford Everest better to drive than the Toyota Prado?
- Which is roomier and more practical – the Toyota Prado or Ford Everest?
- Should I buy the Toyota Prado or the new Ford Everest?
Which is the best large 4×4 wagon – Toyota Prado or the new Ford Everest?
Which is the best large 4×4 wagon – Toyota Prado or the new Ford Everest?
Despite various challenges, the Toyota Prado has reigned supreme as Australia’s favourite large 4×4 wagon for many years.
The second-generation Aussie-designed and -developed Ford Everest is the newest and perhaps most serious challenger yet to the Prado’s crown.
First time round the Everest was a solid effort, but Ford has now dialled it up to 11 with a V6 turbo-diesel, a longer, wider ladder-frame chassis, a ton of tech and a blinged-up new flagship, the Platinum.
It’s that model we’ve selected for this comparison test against the top-spec Prado Kakadu, itself dripping with gear and capability.
For this shootout we’ve focused on the driving most of us will do in these cars most of the time: city, suburbs and country, with a little gravel thrown in.
Yes, they are more than capable of engaging low range and heading seriously off-road or towing big weights. We’ve previously supplied our assessment of the latter in both the Everest and the Prado and there will be more on the former soon.
Is the new Ford Everest better value than the Toyota Prado?
The 2023 Ford Everest Platinum jumps straight out of the blocks ahead of the 2023 Toyota Prado Kakadu with a significantly better price.
While the Prado starts at $86,998 plus on-road costs, the Everest is much more affordable at $76,880 plus ORCs. And that’ll still be the case when a minor MY23 update for Everest arrives later in the first half of this year (from March production), pushing the asking price up by $650 with steel underbody protection and a black-painted roof added.
Check the tech specs (which we’ll get into more deeply further down) and you’ll find the Everest’s new V6 has more power and class-leading torque. It’s also a more sophisticated drivetrain.
In safety equipment terms, the Ford is also significantly ahead. Again, more on that stuff shortly.
So, let’s deal with comforts and luxuries your big bucks get you.
Both cars have noticeable advantages over the other. The Everest’s tech edge is obvious when you climb into the driver’s seat and spy that enormous 12.0-inch portrait-style touch-screen and 12.4-inch instrument cluster.
The Prado’s 9.0-inch touch-screen with its mediocre graphics and resolution and a white-on-black analogue instrument cluster look old-school by comparison.
The Everest alone offers smartphone wireless connection and charging and has lots more USB points if you need to plug in. It also gets an electric park brake, but is that an advantage over the Prado’s handle?
The Everest also has an inbuilt modem that enables the FordPass app on your smartphone. It allows a bunch of features like remote location and starting. But my favourite is remote unlock – very handy, believe me.
The Everest is also the only one with a power tailgate. The Prado’s opens left to right rather than vertically.
Our Prado test car also had the no-cost-option flat tailgate that includes a handy separate-opening window. But it also repositions the spare tyre under the floor at the cost of the 63-litre sub-fuel tank. Not great news if you want to head to the deep Outback.
The Prado has some significant exclusive features: tri-zone rather than dual-zone climate control, a drop-down Blu-ray video screen for rear passengers, a security blind for the boot and a handy 220V three-pin plug.
There’s also lots of stuff both cars get, although there are nuances. For instance, they both roll on alloy wheels, but the Everest Platinum has larger, blingier 21s that go with its chromed exterior accoutrements while the Prado Kakadu makes do with less overt 19s. (Everest Platinum owners will be able to switch to 18-inch wheels with all-terrain tyres as a no-cost option for MY23.) Both get full-size spare tyres.
The audio systems in both cars are impressive. The Toyota has a 14-speaker JBL set-up and the Ford pumps out sounds from its 12-speaker B&O system.
Leather trim is spread across all seven seats – arranged in a 2-3-2 layout in both – and the first and third rows are powered. Everest front-row passengers get 10-way adjustment while both drivers get memory settings for their seats. Only the Prado driver gets a power-adjustable steering column.
Both cars come with a five-year/unlimited-kilometre warranty and affordable capped-price servicing plans. But the Everest only has to visit the workshop every 12 months or 15,000km, while the Prado intervals are six months and 10,000km.
Is the new Ford Everest safer than the Toyota Prado?
The difference in age between the 2023 Ford Everest Platinum and Toyota Prado Kakadu are most obvious when it comes to sophisticated safety aids.
While both have the basics covered, it’s when you delve into the inventory a bit more the amount of gear the Everest possesses becomes obvious and impressive.
Throw all its driver assist systems together and this car has genuine Level 2 autonomous ability. It will happily roll along a freeway or highway centred in its lane, coping with moderate bends, maintaining a gap to nearby traffic and adjusting to changed speed limits.
Of course, the monitoring system makes sure hands-free doesn’t last long. But on a long run it’s a great assistant.
The Prado tends to pinball more and its lane keep system offers strident warnings if a line is crossed. Thankfully, it’s easily switchable.
The Everest’s autonomous emergency braking (AEB) system works over a wider range of forward speeds and in reverse. It also has more airbags, including a centre-front airbag to avoid passenger head knocks.
Importantly, both cars have curtain airbags that stretch back to protect row three.
The Everest can also park itself hands and feet free and its LED headlights include a Matrix system that ensures oncoming drivers aren’t blinded by high beam.
Another reminder of the age difference between these two cars is their ANCAP safety ratings.
While the Everest has a maximum five-star rating based on the tough 2022 standards, the Prado’s five-star rating earned way back in 2011 was deemed by ANCAP to have expired at the end of last year, considering the testing protocols are long outmoded.
Neither vehicle gets a head-up display. Both should at these prices.
What are the technical differences between the Ford Everest and Toyota Prado?
At their core the 2023 Ford Everest Platinum and Toyota Prado Kakadu are very similar concepts.
Three-row seven-seat bodies bolt to ladder-frame chassis, while turbo-diesel engines deliver motivation and off-road capability is lifted by low-range gearing.
The Everest rides on a modified version of the new Ford Ranger ute’s third-generation T6 frame. The wheelbase is 50mm longer than before and the track 50mm wider.
The ute’s rear leaf springs are traded in for coil springs and the live rear axle is located by a Watt’s link, but up front it retains dual wishbones. The dampers remain passive.
The Everest’s Lion V6 is steeped in history. Fitted until recently in similar form to the Ford F-150 full-size pick-up in the US, a 2.7-litre predecessor saw service in the old locally-manufactured Ford Territory.
A single-overhead-cam 60-degree V6, it is boosted by a single turbocharger and the end result is an engine that makes 184kW at 3250rpm and 600Nm between 1750-2250rpm.
Fitted with automatic stop-start and driving via a 10R80 10-speed auto and Borg-Warner transfer case, average combined fuel consumption is claimed to be 8.5L/100km and the emissions 224g/km of CO2.
The Everest’s 4×4 system allows it to run in default rear-wheel drive or auto 4×4 as well as low range, all selectable on a dial.
Its drivetrain can be tuned by the driver through Normal, Eco, Tow/Haul, Slippery, Mud/Ruts and Sand modes. There is no Sport mode.
The gearbox does not have a manual shift lever or paddles. Instead, it can only be manipulated via buttons on the weirdly shaped and unhelpful gear selector borrowed from the Ranger. It also includes a gear-hold button for towing.
The tech basics of the Prado are well known. It is powered by a 150kW/500Nm 2.8-litre turbo-diesel four-cylinder engine mated to a six-speed automatic transmission.
The Prado drives via permanent 4×4 with low range. It has Comfort/Eco, Normal, Sport/Sport Plus drive modes as well as off-road settings and crawl control. A manual gearshift is available via the lever or paddles on the steering column.
It’s claimed to consume 7.9L/100km and emit 208g/km of CO2.
The Prado employs a double wishbone front-end and combines that with a five-link live-axle rear-end, adaptive dampers and height-adjustable and auto-levelling air springs on the rear axle.
It also has KDSS hydraulically uncoupling anti-roll bars that come into their own off-road by providing added wheel articulation.
The Everest steers with electric power assistance while the Prado sticks with hydraulic assist. Their turning circles are almost identical at 11.8m for the Ford and 11.6m for the Toyota. Both vehicles come with disc brakes all-round.
Except for height, the Prado measures up smaller in every key dimension than the Everest including tracks and wheelbase. It is also lighter (2290kg v 2492kg) but it’s still no lightweight.
Significantly, the Everest claims a maximum braked towing capability of 3500kg versus 3000kg for the Prado.
The Everest claims more interior space with row three up or down, but the Prado edges it with row two folded.
Is the new Ford Everest better to drive than the Toyota Prado?
The expectation is the much newer 2023 Ford Everest Platinum is going to kick the Toyota Prado Kakadu’s butt when it comes to the driving.
But on a wide range of bitumen – freeway, highway, city, suburban and country – and some decent gravel, the Prado hung in there.
The Kakadu feels as solid as granite. It actually has a more settled ride than the Platinum, which tended to patter, shake and be busier over roads with lots of small inputs. It also had some roll and float on undulations and body sway in corners. It just didn’t feel quite right.
In part, maybe it’s the 275/45R21 Goodyear Wranglers fitted to the Platinum. Cheaper versions of the Everest we’ve driven with less aggressive rubber do ride better.
However, the Prado tends to smack uncouthly on the big hits like sharp-edged potholes. It also feels more top-heavy than the Ford – you sit on it whereas you sit in the Everest.
In fact, that deep feeling is reinforced in the Everest by its unremittingly dark interior, contrasted only by the big screens. It lacks the glitzy upmarket sell of the exterior.
The Kakadu may be a be a bit old fashioned, but it offers more light and shade inside. Its front seats come with more cushioning but don’t have as much side support or size as the quilted Everest pews.
There’s no doubt the Everest steers lighter and with more direct response than the ponderous and vague Prado. That’s an especially helpful trait around town, although to be clear neither is great in a car park.
They shine more crossing open ground with height and glass areas that make them great viewing platforms. On smooth surfaces the Everest is genuinely enjoyable to drive. On gravel it feels more adjustable and responsive.
The Everest is also quieter at all speeds and has a more responsive and satisfying drivetrain. The V6 is not a monster – when you’re dealing with 2.5 tonnes it’s a hard ask – but it is stronger, smoother and quieter than the earnest and clattery Toyota four-cylinder.
Both engines displayed some tip-in throttle lag here and there.
The Ford’s 10-speed auto has a reputation for being too busy in the launch gears and it’s still noticeable. But higher up in the range its changes are less frequent and barely perceptible.
The Toyota’s auto is obviously supportive, changing down to help with braking and to maintain speed uphills.
Where the Prado has an advantage – and this is a signature of this engine – is fuel economy. On a highly varied 80km loop driven back-to-back, the Everest averaged 12L/100km and the Prado 10.2L/100km.
Both cars require some brake pedal pressure to pull up quickly – the Everest more so. It merely feels adequate.
Which is roomier and more practical – the Toyota Prado or Ford Everest?
Head away from the driver’s seat and the 2023 Toyota Prado Kakadu does better at providing second- and third-row passenger space compared to the Ford Everest Platinum.
It’s knees-up in both vehicles thanks to their ladder-frame construction, but the Prado has more legroom and elbow-room for adults in row two.
Row-three ingress and egress is a pain in both vehicles. The Toyota’s left-side middle seat slides well forward to help, while both Everest second-row seats fold flat and there’s a handy step-in. In both vehicles it’s for kids back there.
The Ford has the edge with more luggage and storage space, as well as appreciated touches like the double glove box in the front row and proper places to stick your smartphone.
The Prado fights back with a centre console cool box. There are cup holders and air vents in row three of both vehicles, but the Everest adds an iPad holder.
The Everest also has the edge for tech. Its infotainment screen is a big talking point and is easier to run than the Toyota operating system. Even so, there were times when Apple CarPlay was hard to connect in the Everest and the screen was slow in its responses.
It would be nice if the screen sat a bit higher and was angled slightly toward the driver. Bigger and more legible buttons would also be appreciated, as would a proper tacho and more tunability for the instrument cluster.
The controls around the dashboard and on the centre console are laid out in a more logical way in the Ford. The Toyota’s dials and switches are a bit more scattergun.
Should I buy the Toyota Prado or the new Ford Everest?
It’s impossible not to pick the 2023 Ford Everest Platinum as the winner of this comparison ahead of the Toyota Prado Kakadu.
It’s cheaper, has better and more sophisticated safety equipment, cool infotainment tech and a stronger and cleverer drivetrain.
But the Prado doesn’t go down without fight. It uses its interior passenger space better, rides more comfortably in some conditions and has appealing tech of its own.
At the end of this comparo, it felt like Ford had left some capability on the table when it came to the new Everest. Like there was more work to be done.
For now, it’s enough. But a new Prado is coming and that’s surely going to pose a huge challenge for the Everest.
Bring it on.
2023 Ford Everest Platinum at a glance:
Price: $76,880 (plus on-road costs)
Available: Now
Engine: 3.0-litre V6 turbo-diesel
Output: 184W/600Nm
Transmission: 10-speed automatic
Fuel: 8.5L/100km (ADR Combined)
CO2: 224g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)
2023 Toyota Prado Kakadu at a glance:
Price: $86,998 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm
Transmission: Six-speed automatic
Fuel: 7.9L/100km (ADR Combined)
CO2: 208g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2011, expired)
Keyword: Ford Everest v Toyota Prado 2023 Comparison