Toyota Prado vs Audi Q7

What's the difference?

The Kakadu treatment adds a welcome prestige to the Prado which is already a functional, comfortable daily driver and a very capable 4WD tourer as is.

It's reliably effective off-road and though it lacks the over-the-top macho appeal of something like the 70 Series LandCruiser, it still makes a very appealing platform as a touring vehicle. But this flat-tailgate Kakadu, minus the extra fuel capacity of a Prado with the tailgate-mounted spare, loses tourer appeal due to that fact.

If you choose to opt for a lower-spec Prado you'll forgo some nice Kakadu features – such as KDSS – but it'll still be a Prado after all. Money saved can be spent on aftermarket gear to fit out your new adventure machine.

Or you can wait in line with everyone else for the 2024 Prado...

The Q7 was at risk of irrelevancy due to the unfortunate timing of its rivals' life cycles, but Audi made sure that wasn't going to be the case.

As far as mid-life facelifts go, Audi has knocked it out of the park with the Q7, so much so that the case can be made it's now the class leader.

In many ways this Q7 feels like an all-new model, which is quite something. More importantly, the positives well and truly outweigh the negatives.

The flat tailgate Kakadu is 4825mm long (4995mm with tyre mounted on the tailgate), 1885mm wide, 1880mm high, and it has a kerb weight of 2290kg (2350kg for the standard Prado).

The 2024 Prado – or the 250 Series as it's known in other markets – has an identical wheelbase to the 300 Series (2850mm), so it's 60mm longer than the current model's. 

That next-generation Prado will reportedly measure 4925mm long, 1980mm wide and 1870mm high, so it's 100mm longer, 95mm wider and 20mm taller than the current Prado.

As mentioned, our test Prado's flat tailgate pack cuts fuel capacity from 150 litres to 87 litres, which results in a substantial drop in driving range. So, it'll factor heavily in the buying decision, especially if the potential owner is keen on off-road touring.

The current Prado's design is less blocky than previous iterations but retains a recognisable Prado chunkiness. If you like your SUVs even more streamlined, but with a healthy dose of retro, you'll have to wait for the 2024 Prado.

Good on Audi for throwing the kitchen sink at the second-generation Q7. As far as mid-life facelifts go, this is a really good one.

Up front, the headlights, 'Singleframe' grille and bumper have all been redesigned to ensure the Q7 isn't out of place in Audi's new-generation line-up. Either way, this is a large SUV with presence in spades.

Changes around the side are less drastic, limited to new sills and fresh sets of alloy wheels, including the 20-inch items seen here, which we reckon are pretty unexciting.

The rear end is the best angle thanks to the redesigned tail-lights and rear diffuser, both of which look great. We particularly like the former's segmented design, shared with the headlights.

That said, the real story is happening inside, where Audi has well and truly flipped the script. The old cabin was ageing well in some regards, but not others, and that was reason enough for a complete overhaul.

If the new interior design looks familiar, it's because it is, having been lifted from the much newer – and mechanically related – Q8 large SUV.

Needless to say, it's a technological tour de force, with not one, not two, but three large display screens dominating the cockpit.

Of course, Audi's much-loved version of a 12.3-inch digital instrument cluster is one of them, although it's running new software now.

What is completely new, however, is the pair of stacked central touchscreens, with the top unit measuring 10.1 inches in diameter and the lower item checking in at 8.6 inches apiece.

Both are powered by Audi's latest-generation multimedia system, with the former handling most functions, while the latter is responsible for the climate controls.

Aside from being a fingerprint magnet, this set-up works pretty damn well. Yes, some functions require a few too many taps to get to, but the acoustic and haptic feedback bring some unexpected tactility to what is a largely buttonless system.

Look past the obvious, though, as it's more or less business as usual for the Q7, which is chock full of lovely materials, including the 'Cricket' leather upholstery seen here.

Take for instance the soft-touch plastics used on the upper dashboard and door shoulders. Even the hard plastics found lower down look and feel suspiciously good!

Metallic trims are used throughout to brighten up the interior, while gloss-black finishes are liberally applied to the dashboard and centre console. Frankly, we could do without them as they are fingerprint magnets. Yep, keep a microfibre cloth in the glove box.

The Prado's interior has a comforting familiarity about it. Sure, it feels a bit dated, but I like it. It's plush, functional and very comfortable.

The front seats are heated, ventilated and power-adjustable and the driver and front passenger have easy access to the 9.0-inch touchscreen multimedia system, which is simple enough to operate.

There's also the usual complement of cupholders (two in front of the centre console) and USB charge points, as well as the refrigerated cool box that replaces the centre console.

The Kakadu has three-zone climate control so everyone has a hand in how toasty or chilled they are during road trips.

Floor mats in the Kakadu are carpet, not the all-weather rubber mats you get in lower-spec Prados.

The second-row is a 40/20/40 sliding split and the outer seats are heated. Second-row passengers get directional air vents, fan and temp controls, seat-heating controls, 12V point (all in the rear of the centre console), and a fold-down centre armrest with built-in dual cupholder.

The second-row seats have three top-tether points and two ISOFIX locations.

There are mesh map pockets on the driver and front passenger seat-backs.

The third-row seats – in a 50/50 split fold-flat configuration – are button-operated and power-folding. Passengers have a cupholder each, as well as air vents and a speaker mounted nearby. They also have a clear view of the 9.0-inch ceiling-mounted DVD screen.

With the third-row seats in use, boot space is listed as 104 litres.

If not in use, the rear-most seats can be power-folded away at the press of a button and the area used for luggage, concealed by a retractable cargo blind. With the third row stowed away, there's a claimed 553 litres of cargo space.

With the second and third rows folded down and out of the way, there's a claimed 974 litres available.

For reference, the 2024 Prado will have a 12.3-inch multimedia system (including wireless Apple CarPlay), as well as seating for five or seven passengers.

Measuring 5063mm long, 1970mm wide and 1741mm tall in facelifted form, the Q7 is large for a large SUV, which goes some way to explaining why it's only available with seven seats.

That said, the third row is more of temporary solution than a permanent one, even for kids.

Granted I'm an adult that's 184cm tall, and therefore not the target audience here, it's still tight back there, albeit up with the best in class.

With the second slid all the way forward, I manage to have my knees pressed up against the seat backrest, while headroom is severely limited.

Footwell space is okay, and so too is toe-room. Again, children will cope, but only on shorter journeys.

Ingress and egress to the third row is made easier by the 40/20/40 split-fold middle bench, which can tumble forward easily with the pull of a tab and then a latch. It's not glamorous, but it's doable.

Conversely, the second row is spacious and easy to get in and out of, even when set up to make the rear occupants as comfortable as possible.

Behind our driving position, around 10cm of legroom is available, depending on the positioning of the bench. No matter what, though, there's plenty of toe-room, and two inches of headroom is on offer, despite the panoramic sunroof.

Indeed, this is one of very few SUVs that can accommodate three adults abreast in relative comfort, even with the transmission tunnel reducing footwell space.

For reference, top-tether and ISOFIX child-seat anchorage points are spread across the second and third rows.

Cargo capacity with the power-folding third row stowed is generous, at 865L, and can be expanded up to 2050L with the middle bench stowed. An undisclosed amount of space is available with all seven seats in use. Either way, it's more than enough for the weekly shop (as you can see in our pics).

The boot is made more useful thanks to the inclusion of four tie-down points and one side storage net, while the lack of a load lip makes dealing with bulkier items a lot easier.

The only real issue we had was where to store the load cover when not in use. There's no false floor to gobble it up, meaning it'll annoyingly live at home when you've got six or more people on board.

That's not to say the Q7 doesn't have other storage options; it's got plenty of them, such as the useful storage nets on the back of the front seat backrests.

The glove box is pleasingly large, although the central storage bin is not, with most of its space taken up by the wireless smartphone charger.

The door bins are simply massive, with the front items capable of accommodating a large bottle and two regular ones, while their rear siblings can take one of each.

Two cupholders are located between the driver and front passenger, while another pair is hidden in the middle row's fold-down armrest. Rear occupants are treated to two smaller items.

Connectivity-wise, in an old-school twist, four USB-A ports are split between the first and second rows. In both instances, a 12-volt power outlet is found nearby.

The former's input options are located in the central storage bin alongside SD and SIM card readers, while the latter's reside at the rear of the centre console, below the central air vents and climate controls.

The entry-level 45 TDI variant kicks off the new Q7 line-up from $101,900, plus on-road costs – $4100 higher than its direct predecessor, although Audi claims more than $15,000 of value has been added.

Meanwhile, the mid-range 50 TDI version tested here costs $6000 more than before, at $112,900, in exchange for more than $20,000 of added value. It can also be had in S line guise for an $11,000 premium.

Standard equipment not already mentioned in the 50 TDI includes matrix LED headlights, dusk-sensing lights, rain-sensing wipers, 285/45 tyres, a tyre repair kit, auto-folding side mirrors (with heating and auto-dimming), and a hands-free power-operated tailgate.

Inside there's, satellite navigation (with live traffic updates), Android Auto and wireless Apple CarPlay support, digital radio, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, four-zone climate control, a power-adjustable steering column, an auto-dimming rearview mirror and ambient lighting.

Not only are the rivalling BMW X5 xDrive30d ($117,900) and Mercedes-Benz GLE400d ($124,400) more expensive, but neither matches the Q7 50 TDI on value-for-money.

The Kakadu has a 2.8-litre four-cylinder turbo-diesel engine – producing 150kW at 3000-3400rpm and 500Nm at 1600-2800rpm – and that's matched with a six-speed automatic transmission.

This is a solid not dynamic combination, which is fine with me because it yields a drive experience that's equal parts relaxed, assured and undemanding.

Our test Prado has a full-time four-wheel drive system with high- and low-range.

Note: the Prado has a diesel particulate filter (DPF) and issues linked to those systems have been well documented, so head to our Toyota Prado problems page to stay up to date with any DPF details.

The next-generation Prado will feature five powertrains globally, however, Australia will only get a 48-volt mild-hybrid version of the current model's 2.8-litre four-cylinder turbo-diesel engine (150kW and 500Nm), with identical power and torque outputs as the existing engine.

The new hybrid engine will be matched to a new eight-speed torque-converter automatic transmission.

It will have full-time all-wheel drive, a low-range transfer case, a centre diff lock, a electronic locking rear diff and a button-operated swaybar disconnect system – not Toyota's KDSS – aimed at yielding improved wheel travel while off-roading.

The 50 TDI is motivated by a 3.0-litre turbo-diesel V6 engine, producing 210kW of power from 3500-4000rpm and 600Nm of torque from 2250-3250rpm.

For reference, the 45 TDI has the same unit but develops 170kW from 3250-4750rpm and 500Nm from 1750-3250rpm.

The former sprints from a standstill to 100km/h in 7.3 seconds, while the latter is 0.8s quicker, putting it in hot-hatch territory.

Either way, an eight-speed torque-converter automatic transmission sends drive to all four wheels via Audi's signature quattro system.

Both variants also feature a 48-volt mild-hybrid system, which consists of a belt alternator starter (BAS) connected to the crankshaft, and a 10Ah lithium-ion battery pack located under the boot floor.

And for those looking to do a little more than usual with the Q7, maximum braked towing capacity is 3500kg.

The Prado has an offical fuel consumption figure of 7.9L/100km (on a combined cycle).

I recorded 13.4L/100km on this test. I did a lot of high- and low-range 4WDing – but the Prado never seemed to have to work hard.

It has 87L fuel tank capacity – that's 63 litres less than any Prado that does not have the flat tailgate, and going by our on-test fuel-consumption figure you could reasonably expect a full-tank driving range of about 650km.

The Prado with the rear-mounted spare has a 150-litre tank so, based on my fuel figures, you could reasonably expect about 1120km from a full tank.

The 50 TDI's claimed fuel consumption on the combined cycle test (ADR 81/02) is 6.8 litres per 100 kilometres, while carbon dioxide emissions are 180 grams per kilometre.

Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.7L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h. In reality, it all works pretty well.

During our week of testing, we averaged 8.9L/100km with limited highway driving, which is a pretty solid result. Naturally, longer journeys will see that figure come closer to the claim, if not exceed it.

It's also worth noting the standard fuel tank takes 75L of diesel, although the optional item accommodates 85L. The 50 TDI also requires AdBlue, with a 24L tank on board.

For reference, the 45 TFSI manages 7.0L/100km and 184g/km.

The Kakadu is an easy-driving and very comfortable 4WD wagon.

It's quiet inside the Prado with most external noise kept to a muffled hum.

Steering has a nice weight to it, although it can feel a bit floaty if you're used to a more tightly controlled vehicle. The driver can dial-in their position as the steering wheel is electric tilt-and-telescopic adjustable.

The Kakadu has a 11.6m turning circle and feels nimble along crowded streets and in busy regional centres.

The 2.8 litre turbo-diesel engine and transmission pairing is an unhurried, almost sluggish combination, yielding a relaxed drive experience, but acceleration is gutsy enough to punch the Prado off the mark and get it moving at pace to overtake when needed.

Brakes – ventilated discs at each corner – were able to bring the 2.3 tonne Prado to a rapid controlled stop every time I stomped them into submission during my patented ‘Watch out for that kangaroo!' emergency-braking tests on dry and wet bitumen.

One of the Kakadu's major points of difference with lower-spec Prados is that it has Toyota's 'Kinetic Dynamic Suspension System' (KDSS), which helps iron out most ride and handling irregularities.

KDSS hydraulically alters tension on the sway bars to suit the terrain; on-road, it tightens them for reduced body roll and more dynamic handling, and off-road it loosens them for greater wheel travel to further improve performance.

The Kakadu also has adaptive variable suspension which can be set to one of three modes ('Comfort', 'Normal' or 'Sport') via an in-cabin switch to help dial-in smooth and well-sorted ride and handling; and its height-adjustable rear air suspension with switchable low, normal or high modes.

The Kakadu's Dunlop Grandtrek AT30 tyres (265/55 R19) are well-suited to on-road driving, but fall a bit short, performance-wise, when 4WDing.

On the loose-gravel dirt track that leads to my unofficial 4WD testing ground, the route had been gouged by deep ruts from recent rains. The Kakadu managed it all well.

And a lot of the credit of that controlled ride and handling is due to KDSS, loosening swaybars to suit the terrain, allowing axles full-stretch articulation as required.

And that's very handy at low speeds when sustaining safe and controlled momentum via maximised traction is the goal.

And this was even more evident when I tackled my favourite set-piece rocky hill-climbs.

The Kakadu trucked over the undulating ground at low revs and with wheels dipping and rising as they stuck to the dirt. Wheel travel in a standard Prado is fine but the KDSS-equipped Kakadu gets even more flex on the move.

It conquered everything with impressive ease, only ever scrambling momentarily for grip because of its tyres.

Swap those with a decent set of all-terrains and you'd instantly make a great off-roader even better.

Steering retains a nice balance at low speeds, throttle response is good (not touchy over bumpy terrain), the driver has plenty of visibility (crucial for low-range highly technical 4WDing that relies so heavily on choosing the correct line) and the Kakadu's dimensions offer off-road angles – of 30.4 degrees (approach), 21.2 (ramp-over) and 23.5 (departure) – that are good for a cityfied SUV wagon.

The Kakadu has plenty of torque across a wide rev range, and front, centre and rear locking differentials.

It also has a raft of driver-assist tech, including crawl control (low-speed low-range cruise control/traction control with five selectable speeds), and 'Multi-Terrain Select' (with off-road driving modes that adjust steering, throttle and traction control to suit the terrain you're on, e.g. rock and dirt, mud and sand etc).

Towing capacity is 750kg (unbraked) and 3000kg (braked).

The Kakadu has a gross vehicle mass (GVM) of 2990kg and a GCM (gross combined mass) of 5990kg.

For reference, towing capacity on the 2024 Prado is tipped to be 3500kg (braked), but, at time of writing, this was unconfirmed.

The Q7 is a big beast, but it's not as intimidating to drive as you may think.

In fact, it's very easy to live with, if you don't mind managing its size in certain scenarios, such as finding a park in a busy shopping centre.

The SUV's electric power steering is speed-sensitive, which means fewer inputs are required at low speed, making parking and other manoeuvres easier, while stability is improved at high speed.

While not the first word in feel, this system is nicely weighted and surprisingly direct, endearing the Q7 with some sports-car characteristics.

That said, our favourite element is its independent suspension set-up, which consists of multi-link axles with air springs and adaptive dampers.

Needless to say, ride comfort is superb, with the SUV just floating along, even on uneven surfaces.

Introduce a coarse-chip road or a pothole, though, and the Q7 does become unsettled. But this is probably more noticeable because the ride is otherwise so sublime.

Instead, it's through the corners where it's truly exposed, with body control decent but nowhere near class-leading. Yep, it's here that its 2135kg unladen weight (excluding 75kg for driver and luggage) is really felt.

Flick the SUV into its Dynamic drive mode and things noticeably pick up, with extra heft added to the steering and the suspension firming up and hunkering down by up to 40mm. It's an improved experience in the bends, but not a memorable one.

However, our biggest bugbear is the exaggerated turbo lag served up by the 50 TDI's engine. Below 2000rpm, it has absolutely no go. Above it, though, it hammers.

Being a diesel unit, it doesn't have a lot of revolutions to play with, so you find yourself hunting for its upper reaches when accelerating, even around the town.

Making the most of the situation, the 50 TDI's smooth automatic transmission is responsive to kick-downs, but it's not lightning quick, meaning progress is stunted more often than not.

It also doesn't help that the eight-speeder is tuned for economy and therefore likes to keep engine speeds just above idle. This is particularly evident when attempting to power out of a corner.

When playing in the engine's upper reaches, the 50 TDI well and truly comes alive, serving up punchy acceleration, which is easier to access with the aforementioned Dynamic drive mode engaged. It makes shift patterns more aggressive and prompts more consistency.

ANCAP awarded the Q7 range (excluding SQ7) a maximum five-star safety rating in 2015.

Advanced driver-assist systems extend to autonomous emergency braking (with pedestrian detection), lane-keep and steering assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control (with stop and go functionality), driver attention alert, hill-descent control, hill-start assist, tyre pressure monitoring, surround-view cameras, and front and rear parking sensors.

Other standard safety equipment includes eight airbags (dual front, front and rear side, and curtain), electronic stability and traction control systems, anti-skid brakes (ABS), brake assist and electronic brake-force distribution, among others.

The Prado has a five-year/unlimited kilometre warranty, which is the mainstream market standard.

Maintenance is scheduled for every six months or 10,000km, which is more frequent than the more common 12 months/15,000km.

Every new Prado comes with capped price servicing of $260 per service up to the three-year mark, for a total of $1560 over three years.

All Q7 variants come with a three-year/unlimited-kilometre warranty, which is well short of the premium market's new five-year standard.

Audi also bundles in three years of roadside assistance, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is nice.

Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2310 for three years or $3190 for five.