Toyota Prado Kakadu vs Jeep Grand Cherokee L
Many high-riding wagons pretend to deliver a dose of off-road ability. These are the real deal, capable of extraordinary things.
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High-riding SUVs are the car of choice for thousands of Australian families.
Many of those models talk a big game around off-road adventure but barely go further off-road than a conventional sedan or hatchback.
That’s not the case for the Toyota Prado and Jeep Grand Cherokee, family SUVs to take you far beyond the beaten track.
Toyota Prado Kakadu
The current-generation Prado is a familiar sight, having been on the road since 2009.
Toyota has updated the model heavily since then, delivering an upgraded engine and improved safety systems.
We tested the Prado in range-topping Kakadu trim priced from $87,707 plus on-roads ($94,000 drive-away).
Loaded with gear including heated and cooled leather seats with electric driver’s memory adjustment, the full-fat Prado even has a mini fridge and roof-mounted video player. A stack of driver assistance gear includes auto emergency braking, blind spot and rear cross traffic alerts.
The central touchscreen is a 9-inch item with sat nav and cable-based smartphone mirroring, linked to a 14-speaker stereo.
The Prado’s equipment list is extensive. But its older design is marked by small displays and a lack of convenient places to stash a smartphone.
Faux wood trim looks dated, power outlets are sparse, and the video player only works with physical discs.
Back seaters get three-zone climate control and plenty of space, but an enormous and heavy side-hinged tailgate is tricky for kids.
Power comes from a four-cylinder turbo-diesel motor that needs 7.9L/100km to send 150kW and 500Nm to all four wheels through a six-speed auto. It’s not a particularly modern or impressive motor, but it is a proven unit with long-distance appeal.
Solid 7.0L/100km cruising economy combines with a truly massive 150 litres of fuel capacity to return more than 2000 kilometres of cruising range.
The downside is the Prado needs maintenance every six months, making it expensive to service.
Practical hardware includes hydraulically controlled suspension with variable shock absorbers, and terrain-specific drive modes. Unlike the Jeep, it has a low-range transfer case and hill descent control.
Better to drive than truck-like, ute-based wagons, the Prado’s commanding driving position inspires confidence.
It feels planted on the road, but doesn’t tread lightly – there’s plenty of pitch and roll from two tonnes of high-riding mass, and the rugged suspension thumps noticeably over rough surfaces.
Light and slow-geared steering is less suited to the highway than gravel tracks – the sort of rugged environment where this machine truly shines.
Jeep Grand Cherokee L
A box-fresh model that represents the first seven-seater from Jeep, it is a thoroughly modern choice.
A sophisticated cabin brings similar standard features to the Prado while adding modern touches such as a digital dashboard, a and larger infotainment screen, wireless phone charging and mirroring, along with an even dozen USB points.
Priced from $87,950 plus on-road costs (about $95,900 drive-away) in “Limited” trim, the Jeep has ambient lighting and a powered tailgate plus clever features such as an infrared “FamCam” that lets you keep an eye on kids, even in the dark.
It looks sharp on the road, rolling on 20-inch alloys central to the Grand Cherokee’s gangster-chic appeal.
But the bombastic muscle of V8-powered Jeeps such as the insane Trackhawk is a thing of the past – the only engine available for now is a 3.6-litre petrol V6.
The motor sounds mean while spinning hard to deliver 210kW and 366Nm, returning more rapid acceleration than the Prado, but not its effortless pulling power.
Sweet enough in everyday driving, with a sophisticated eight-speed auto that does a great job keeping the engine on the boil, the Jeep is let down at the bowser.
Claimed 10.6L/100km efficiency returns less than half the cruising range of the Prado, and the Jeep can’t match Toyota’s three-tonne towing capacity.
It evens the score with a superior driving experience tied to self-levelling rear suspension that returns a comparatively plush ride. Sharper to steer, the Jeep is lighter on its feet and better to drive on a winding road.
Experience with the new model on produce launches suggests it is every bit as capable as the Prado away from the beaten track.
But we’d be hesitant to stray too far from urban centres in the Grand Cherokee – Jeep’s reputation for sub-par reliability is worrisome, and its service network isn’t a patch on Toyota’s peerless coverage.
VERDICT
Both machines blend impressive capability with the promise of adventure. Pick the Jeep if you want the latest features, but the Prado gets our nod for hassle-free touring.
TOYOTA PRADO KAKADU
PRICE About $94,000 drive-away
ENGINE 2.8-litre 4-cyl turbo diesel, 150kW and 500Nm
WARRANTY/SERVICE 5-yr/u’ltd km,
$3692 for 5 yrs
SAFETY 7 airbags, auto emergency braking, active cruise control, lane keep assist, blind spot monitoring, rear cross traffic alert
THIRST 7.9L/100km
CARGO 553 litres
SPARE Full-size
JEEP GRAND CHEROKEE L
PRICE About $95,900 drive-away
ENGINE 3.6-litre V6,
210kW and 344Nm
WARRANTY/SERVICE 5-yr/u’ltd km,
$1995 for 5 yrs
SAFETY 8 airbags, auto emergency braking, lane keep assist, blind spot monitoring, rear cross traffic alert
THIRST 10.6L/100km
CARGO 487 litres
SPARE Full-size
Originally published as Toyota Prado Kakadu vs Jeep Grand Cherokee L
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