Nissan Patrol VS Toyota Land Cruiser Prado
- Enormous cabin and cargo area
- Effortless to drive
- Plush interior
- Disconnected feeling at higher speeds
- Thirsty and no diesel variant
- Tech is starting to date
Toyota Land Cruiser Prado
- Value in low-spec auto models
- Serious off-road credentials
- Lower prices across the range
- Safety kit isn't widespread enough
- Pricey in high-spec models
- No Apple CarPlay/Android Auto
The Nissan Y62 Series 5 Patrol is the iconic go-anywhere rival to the equally legendary and off-road-tough Toyota LandCruiser 200 Series. Like the ‘Cruiser the current Patrol is aging, having been around for a decade now. So, did the late-2019 update to the Patrol wind back the clock with new styling, tech and safety?
What’s it like to live with on-the-road when it’s not adventuring through the desert? And is that petrol V8 thirsty?
I found the answers to all these questions and more when the top-of-the-range Patrol, the Ti-L, came to stay for a week.
|Fuel Type||Premium Unleaded Petrol|
Toyota Land Cruiser Prado
The heavily updated Toyota LandCruiser Prado range sees some big changes for 2018, with a new look, updated interior and added equipment across most models in the range.
The good news for buyers is that prices are lower across the line-up, with reductions of between $600 and $1200 depending on the variant. That should be enough to see it retain its spot at the top of many customers’ shopping lists – it sure as hell can’t do much wrong on the sales charts, where its easily the best-seller in the large SUV segment.
And with four trim levels available to choose from, each offering new kit and lower pricing, buyers are undoubtedly better off with the Toyota Prado 2018 model range. But has it improved over the previous model? And which is the one you should be looking at?
Read on, and we’ll figure it out together.
|Engine Type||2.8L turbo|
The Patrol Ti-L is a go-anywhere beast but as my test showed anywhere can also mean the upmarket end of town on city streets where its on-road manners are refined, composed and comfortable, with looks that border on prestige. The Patrol might be getting on, and the interior design is starting to age, but this is still a superb vehicle for the money.
Toyota Land Cruiser Prado7.5/10
The updated 2018 Toyota LandCruiser Prado might not have needed to see changes in order to remain the biggest-selling large SUV on the Australian market, but the facelifted model has seen the Prado take some steps forward to keep it on the shopping lists of buyers looking for family-focused SUVs with a breadth of ability.
It looks better and is better value – and there is one model that seemingly stands apart as the best buy of the bunch: the GXL. It’s just a shame it can’t be had with the extra safety kit of the VX and Kakadu models.
What spec Prado would you buy? Let us know in the comments section below.
Large. Enormous. Big. Some of the words I’ve used so far to describe the Patrol, but they aren’t going to help you when it comes to knowing if it will fit in your garage or the shopping centre car park.
So, here are the Y62 Series 5 Patrol’s dimensions. The Ti-L measures 5175mm long, 1955mm tall and 1995mm wide. It’s the height which was the primary concern for me because I live in the city and many multi-level carparks have maximum clearances of 1.9m.
The Patrol’s styling doesn’t exactly try to hide its size. The thing looks like it’s been chiseled out of sandstone, with a face that looks like a wall, a high and broad bonnet, and a flat roofline leading to a sheer drop at the tailgate like the Nullarbor meeting the ocean.
In late 2019 the Patrol received styling tweaks with the bonnet, front wheel arches, and grille given a redesign along with both bumpers. Nissan says the Ti is the sporty looking one while the Ti-L we’re reviewing here has a more premium look.
I’d agree with that; premium but with a bit of Robo Cop thrown in. It’s definitely confronting and modern looking, but with a high-end air.
The prestige feel continues inside but it’s less futuristic with all that wood, and the tech is beginning to date. Still, this is a plush cabin, with a good fit and finish to it.
Toyota Land Cruiser Prado8/10
The facelifted version of the Toyota LandCruiser Prado undoubtedly takes the boxy off-roader and makes it more appealing to the majority of consumers. It is, dare I say it, good looking now.
That certainly is the case for the exterior of the Kakadu model you see here, with its brilliant LED headlights and DRLs, which look so much better than the old dot-matrix numbers in the pre-facelift car. The new shape of the headlights accentuates the width of the Prado, as does the new grille treatment.
And while nothing has changed if you look at it from side-on (aside from different wheel designs), the Prado somehow looks more muscular than it did. The tail-lights have black surrounds which helps, and the rear door has been neatened up a touch, too.
While you get a rear spoiler on all Prado models, you have to spend up on the VX or Kakadu to get side steps. And if you want a body kit, you’ll have to look up eBay’s UAE sellers.
The interior design has seen a big workover, with a new centre stack and media interface, new steering wheels and other refinements. But the interior dimensions haven’t changed, because the size hasn’t either: check out our interior images to get a better idea.
This is a facelift done right. And this writer in particular thinks the flat tailgate version looks even smarter again.
The Patrol is a seven-seat, large SUV and in the words of our five-year-old son, “This is a good car because it’s big, but also it’s too big.”
He said that as he made a second attempt to scale the entrance into the second row, and that time didn’t fall out. It’s a long way up and while the doorways are tall and wide, it’s not just my kid who’s going to need the side steps to climb in, everyone will. I did, and I’m 191cm (6'3") tall.
The Patrol’s cabin is enormous. I mean Land of the Giants enormous. So, for somebody with my 2.0-metre wingspan it felt great to have so much shoulder, elbow, and headroom up front.
Leg and headroom in the second row is also excellent. There was about a 100mm gap between my knees and the seat back.
The third row is tight, and the second row doesn’t slide forward to offer more room. Still, I could sit back there for a short trip, but those two seats are really for kids. Do the airbags cover the third row? I’ll get to that in the safety section below.
Lets’ talk about cabin storage and then the boot.
Under the centre armrest between the driver and front passenger is a fridge large enough to cool six 600ml water bottles or my wife’s large handbag, and the clever lid means it can be opened from the front or the back.
Door pockets are seriously big, there are two cupholders up front, another two in the second row and the third has four.
When all three rows of seats are in use the boot space left is still impressive at 468 litres, and with the third row folded flat there’s 1413 litres of space, and that opens up to 2623 litres if you fold the second row down, too. Huge.
The boot load lip is pretty high compared to less hardcore SUVs such as a Mazda CX-9. So, if you’re just using the Patrol daily and never head off-road you may quickly get over hoisting your shopping bags into the boot like you’re competing in a hammer throw event.
For devices you’ll find five USB ports (three are in the second row, the rest up front), four 12V outlets (two up front, one in the second row, and a third in the boot), and there’s a HDMI port in the second row, too.
Toyota Land Cruiser Prado7/10
The revisions to the dashboard are really quite nice. In the lower-spec versions there is more storage space in front of the shifter, while higher-spec models, like the Kakadu you see here, have a smaller little caddy (big enough for a wallet) because the stack has all the serious off-road controls – check out the Prado interior pictures attached for a better idea.
Even so, every Prado has good storage options on offer: you will find more than one cupholder to suffice – in fact, there are cupholders in the first, second and third rows, and holsters for bottles in all four doors. The higher-spec models have a cooled/refrigerated centre console area, which is great to keep your drinks chilled on longer trips.
Of course the entry-grade GX with five seats is a better bet if you need the ultimate in luggage capacity, rated at 640 litres, and there’s a cargo cover (plus you could fit a cargo barrier if you wanted to) – well and truly better than the 480L in the seven-seat model.
Because the vast majority of Prado models are seven-seaters, the measurement with seven seats in use is 120L – small by class standards. If you need more boot space, you could consider adding roof racks to the rails on GXL, VX and Kakadu models. The flat tailgate setup available on those variants includes a very practical opening tailgate glass, which makes putting shopping bags in even easier, especially in tight parking spaces.
While the GXL and VX feature very simple third-row seat operation, the electric seats in the Kakadu are daft. They take more than 10 seconds to raise or lower completely, and – like many of the Prado’s electronic items – the controller beeps every time you use it. And that’s really, really annoying. One nice counterpoint is a 220-volt powerpoint in the boot in high-spec models.
In terms of space, adults will be able to comfortably slot in the second row seating and allow enough space behind them for smaller adults or children. The back row isn’t the roomiest place, but for adults – even taller ones – it is definitely bearable for short trips. Headroom is good throughout the cabin, and legroom in the second row is pretty good, too.
For customers with kids, there are dual ISOFIX seats in the second row, and three top-tether points as well. There are air-vents to all three rows (in seven-seat models) but entry-grade models will need those up front to control the climate for those in the back.
The 8.0-inch media system is typical Toyota – that is to say, it’s reasonably easy to use but the on-screen buttons are a bit small, and it certainly doesn’t set any new standards. There is no Apple CarPlay or Android Auto connectivity, and the Bluetooth system – while easy to connect and reasonably clever at reconnecting – requires the car to be at a standstill to search contact lists and operate the pairing function: that may sound like a safety feature, but what if your child or partner wants to connect their phone on the move? It’s a fail.
It may also be worth noting for those parents out there with device-addicted children that the Prado only has one USB Port. I reckon it’s a bit of a miss, especially for the Kakadu: I mean a Blu-ray player might have been okay five years ago, but times have changed, and kids are very much about BYO device, these days.
Price and features
The Y62 Series 5 Patrol line-up consists of two grades: the $76,990 Ti and the top-of-the-range $92,790 Ti-L we’re reviewing here.
The Ti and Ti-L were upgraded at the end of 2019 with new safety tech and some styling tweaks, which I’ll take you through in the sections below.
But for now, let me tell you about the Ti-L’s features.
Coming standard on the Ti-L is leather upholstery, three-zone climate control, heated and cooled front seats which are also power adjustable, a 6.0-litre cooler box, sat nav, proximity unlocking, power tailgate, sun roof, LED headlights with washers, LED fog lights, puddle lights, and a digital rear-view mirror.
The Ti-L also has a DVD entertainment system with an 8.0-inch screen up front and two more seat-back 8.0-inch screens in the second row, and a 13-speaker Bose stereo.
The only optional equipment fitted to my test car was a dealer-installed tow bar kit ($1374) and electric brake controllers ($618). The 'Moonstone White' premium paint it wore is also optional and costs $595.
Is the Patrol Ti-L good value? Yes, but it’s beginning to feel a little dated – a lot like its rival the Toyota LandCruiser LC200 GXL which lists for $89,222.
Something you may not have considered is the Ford Everest, which is extremely capable off-road, comfortable to drive and a whole lot more affordable at $72,590 for the seven-seat Titanium grade.
Toyota Land Cruiser Prado8/10
Yes, there have been price drops across the model line-up, but there are also much more affordable alternatives to the Prado if what you want is a rugged, off-roadable seven-seat SUV with a diesel engine and good towing ability.
Those competitors, clearly, are the likes of the Mitsubishi Pajero Sport, Isuzu MU-X, Holden Trailblazer and – to a lesser extent because it’s a bit expensive – the Ford Everest. Even the Toyota Fortuner could be considered a more affordable alternative.
But the Prado is bigger than those models, and some would argue more comfort-focused, too. For the most part, I’d be one of those people – the Prado can be surprisingly comfortable, depending on the spec you choose – but we’ll get to that later.
Let’s run through the variants: GX vs GXL vs VX vs Kakadu, a sort of models comparison. I don’t just put a price list with how much each will cost, but rather run through the recommended retail price (plus on-road costs) of the models in the range. You can check out the Toyota site for a drive-away price.
The GX model is the entry-grade variant with a manufacturer’s list price of $53,490 – that’s before on-road costs, and that’s $600 less than before.
How many seats in the GX? It’s a five-seat model, but if you choose the automatic version (priced at $56,490) you also get the option of a seven-seat layout, but that adds a further $2550 to the price.
Standard inclusions: lane departure warning, a pre-collision safety system with pedestrian detection, auto high-beam lights, and automatic cruise control – that’s only on the auto model, though - the manual misses out. The manual also misses out on the 'electroluminescent combimeter with colour multi-information display', or driver info screen. You do get cruise control, even on the manual.
The GX comes with 17-inch alloy wheels, keyless entry (smart key) and push-button start, an 8.0-inch touch screen media system with reversing camera and satellite navigation/GPS (with live traffic updates for the navigation system), Bluetooth phone and audio streaming, USB connectivity and a nine-speaker sound system. It has radio and a CD player, too. There’s no DVD player, and you can’t get Apple CarPlay and Android Auto, either.
The next model up the range is the GXL, which comes with seven seats as standard, but can be had as a manual (from $59,990) or automatic ($62,990). Price drops for the GXL model equate to $1200.
It gets a bunch of worthwhile extra equipment over the base model, including LED headlights (a big improvement), LED daytime running lights, LED fog lamps, and lamps in the sun-visors. There’s also the addition of privacy glass, roof rails, side steps, a leather-lined steering wheel, tri-zone climate control, and a rear diff lock (auto only).
The GXL can be had with what Toyota is labelling a 'premium interior', which adds $3500 to the price and includes leather-accented seat trim, ventilated front seats with power adjustment, and heated front and second-row seats. Sounds like money well spent to me.
The third rung up the ladder in the 2018 Toyota Prado range is the VX, which is only available as an automatic and sees a considerable price jump over the GXL auto – it lists at $73,990 plus on-road costs, but that’s $911 less than 2017.
The VX brings additional items such as 18-inch alloy wheels, panoramic/surround-view camera monitor with low-speed forward view setting, ventilated front seats, heated seats front and rear, a cool box between the front seats and LED fog lamps. It also sports leather seats, and a 14-speaker JBL sound system.
And if you spend this much you also secure more safety equipment: blind-spot monitoring, and rear cross-traffic alert.
The top-of-the-range variant in the Toyota Prado 2018 model range is the Kakadu, which is auto only, and lists at $84,490, representing a drop of $1121 compared with the model it succeeds. It’s the model you see in the images here.
You certainly get plenty of additional equipment over the VX for your $10,500 extra expenditure – the Kakadu is the only model in the range with Toyota’s 'Kinetic Dynamic Suspension System' (KDSS) – a high-tech set-up that reacts to forces felt by the suspension that can modulate or disable the anti-roll bars.
Further additions to the Kakadu include 'Crawl Control' (Toyota’s advanced traction system that monitors slippage at each wheel and works to ensure optimal traction), 'Multi-Terrain Select' (with rock, rock & dirt, mogul, loose rock, mud & sand settings), a new drive mode select system that changes the settings of the drivetrain, chassis and air-conditioning (with Comfort, Eco, Normal, Sport and Sport+ settings). There’s no denying the Kakadu seems like the one you’d pick if you want to go off-road – like, to Kakadu, for instance…
Other additions for this spec include a sunroof, woodgrain trim, power folding third-row seats, and a rear seat entertainment system with a Blu-ray entertainment screen, plus three wireless headsets.
A newly added no-cost option for August-onward 2018 Toyota Prado models is a flat tailgate setup, which was previously reserved for the Prado Altitude limited edition models. Available for GXL, VX and Kakadu grades, the sees the removal of the tailgate-mounted spare wheel and cover, with the spare wheel instead mounted under the boot floor. There is an impact on fuel tank size, with the 63L reserve tank removed to make room for the spare wheel (leaving an 87-litre capacity). But flat-back Prado buyers will get an opening tailgate window, making quick access to the boot even easier.
No matter which model you choose, if you want one of Toyota’s ‘premium paint’ finishes you’ll have to pay $550 (only one of the black options and white are exempt from extra cost). The colours include three different black hues, a dusty bronze/gold/beige/orange/brown finish, grey, red, two choices of silver, and white – no green, blue or yellow here.
Of course if you want to further customise your Prado, there are plenty of accessories you can choose beyond rims and floor mats in each of the trim levels.
The genuine accessories list features two options for your choice of bullbar, a nudge bar, snorkel, and you’ll want the cargo barrier if you need to haul your tool kit with you.
Engine & trans
The good news is the Patrol isn’t powered by a hamster on a wheel. Nope, the engine perfectly matches the macho look and feel because it’s a 5.6-litre petrol V8 making 298kW/560Nm.
So, if you’re worried that in these days of fuel consciousness the Patrol would have something less beefy, fear not.
The not so good news is that you can only have a petrol V8 and there’s no diesel alternative. That’s not great news for fuel economy as you’ll read below.
If you’re not fussed by how much fuel you’ll use, then in return you’ll have a petrol V8 which is lot quieter than a diesel while the seven-speed automatic transmission is smooth making for a refined and effortlessly powerful driving experience (read more about that below too).
The Patrol is four-wheel drive with 4H and 4L gears, plus an Auto (AWD) setting.
Toyota Land Cruiser Prado7/10
Every variant in the Prado range is powered the same engine, with the same size - a 2.8-litre four-cylinder turbo-diesel engine. The entry-grade models (GX and GXL) have the choice of a six-speed manual or six-speed auto, while the top two grades (VX and Kakadu) are auto only.
There are no changes to specifications for power outputs of the diesel drivetrain, be it the manual gearbox with retained power and torque outputs of 130kW/420Nm, or an automatic transmission, which bumps the torque spec up to 450Nm.
Competitor SUVs out there can be had with more power and torque – even some that are smaller, like the Holden Trailblazer (2.8-litre turbo-diesel, 147kW/500Nm).
Unlike a lot of those other competitors, though, the Prado runs a permanent four-wheel drive (4WD or 4x4) set-up with 4H and 4L modes – there’s no 4x2 mode. You need to get an automatic to be able to get a rear diff lock, and even then it’s not available on the base model GX. So, manual gearbox enthusiasts need to think twice.
Some buyers may not be too impressed by the Prado’s comparatively low braked towing capacity weight of 2500kg (750kg un-braked) for manual models – but the automatic pushes that braked capacity to 3000kg, which is what you’ll likely need for a big off-road caravan. Our test vehicles didn’t have a towbar, so there’s no towing review here.
And there’s no argument for petrol vs diesel, as the 4.0-litre V6 has been axed. And there’s never been an LPG model here.
You might want to check out our Prado problems page for any relevant information on potential diesel engine problems or issues with injector performance, automatic transmission or clutch / gearbox problems, suspension issues or cruise control complaints. And any concerns over diesel particulate filter problems should be allayed by the addition of a new DPF forced burn-off switch, to give a manual override control to the owner.
Timing belt or chain? The 2.8-litre engine has a chain, thank you very much.
Nissan says that after a combination of open and urban roads the Patrol Ti-L will have used 14.4L/100km. In my fuel testing I started with a full tank (140 litres) and then after 103.3km of city streets, suburban roads and motorways I needed 19.57L to fill it back to capacity which comes to 18.9L/100km.
That may sound like a lot, but until I hit the motorways the trip computer was saying the average fuel consumption was 30.1L/100km after about 50km of only inner-city suburb driving.
The Patrol needs a minimum of 95 RON premium petrol, too.
Toyota Land Cruiser Prado8/10
Toyota claims diesel fuel consumption of 7.9L/100km for the manual Prado, while the automatic model uses 0.1L/100km more, claiming 8.0L/100km.
Realistically you can expect fuel economy around 9.5L/100km in most situations, or a tad more if you’re running around with adults accompanying you in the other four seats.
If you venture off-road the fuel use number will probably rise to about 11.5L/100km, which is pretty good given the size of the Prado. Towing will likely see that figure jump a tad, but not to excessively high levels (depending on the weight of what you’re towing, of course!).
The Prado’s huge 150-litre fuel tank capacity (with an 87L main tank size and 63L sub) will assure long range mileage between visits to the pump, but expect a big bill if you run it to empty. If you get the flat tailgate version of the GXL, VX or Kakadu, you will only get the 87-litre capacity, which will still be able to get you plenty far. And it's a little bit smaller (length is down from 4995mm to 4825mm) and lighter (reduced about 60kg across the range), so you may even see better fuel consumption, not to mention easier parking in small spots.
As mentioned above, there’s no petrol option anymore.
For this review the Y62 Series 5 Patrol Ti-L stayed firmly on suburban roads and city streets and wasn’t taken off-road. If you’re keen to find out how the Patrol fares over tough terrain then read Adventurer Editor Marcus ‘Crafty’ Craft’s off-road review here.
Suffice to say, it’s extremely capable off the road. Essential figures for the Ti-L include a ground clearance of 273mm, an approach angle of 28.0 degrees (34.4 degrees in the Ti) and a departure angle of 26.3 degrees.
And if you’re planning to tow, then read Crafty’s tow test here where he compared the Ti-L with the Toyota LandCruiser 200 Series GXL from what it’s like to drive with a van on the back to the fuel economy.
What you need to know here is the Patrol has a maximum-braked towing capacity 3.5-tonnes, a Gross Combined Mass (GCM) of 7000kg and a Gross Vehicle Mass (GVM) of 3500kg.
So, as much as the Patrol is as happy as a pig in mud when it’s in mud, this large SUV will no doubt spend a lot of time on the bitumen as well, where the it's also an accomplished beast.
Ride and handling are shockingly good for something nudging three tonnes. There’s independent rear suspension and 'Hydraulic Body Motion Control' which keeps the Patrol flatter in the corners.
Dampers have been retuned for better on-road comfort and while the ride may be firmer than many large, floaty-feeling SUVs, it’s still enjoyably comfortable.
A turning circle of 12.5m and fairly slow geared steering saw me feeling a bit like a hand-shuffling bus driver doing three point turns in my street. No biggie, though the steering is pinky finger light and makes for easy work.
Around town at lower speeds the steering is accurate and great for piloting through traffic, but on motorways and fast country roads I felt a little disconnected from the front wheels at times, so more feeling in the steering would be an improvement.
Parking obviously was harder in the city where finding a seven-metre space is near impossible, but thanks to the great visibility, both in terms of the ride height and the enormous windows and wing mirrors, maneuvering into tight spaces and navigating city streets was easy.
Toyota Land Cruiser Prado8/10
If you plan on spending the vast majority of your time on paved surfaces – be that running around town or cruising country highways – you ought to choose the GX, GXL or VX models.
Why? It all comes down to the Kakadu’s suspension system. It’s undeniably brilliant when it comes to scrambling up craggy hills, especially if there are heaps of offset bumpy sections because of the way it can adjust the anti-roll bars. Admittedly there is adaptive front and rear variable suspension (not air suspension) on the Kakadu, but even in the most passenger-friendly Comfort setting it isn’t as comfy as it should be, with the four-link rear suspension abruptly rebounding over bumps. The front suspension is a trailing arm double-wishbone type, and it is more resolved over bumps.
It is ridiculously capable when it comes to off road ability, with the permanent 4WD system (with 4H high range and 4L low range), a locking rear diff, and the brand’s dependable drive-mode selector system allowing for assured progress on gnarly surfaces.
That said, it mightn’t be quite as terrific as it once was: we didn’t get the pre-facelift model and the new model together for a head-to-head, but the numbers don’t lie: the new-look Prado has worse approach and departure angles vs the old one. The approach angle is now 30.4 degrees, where it used to be 32.0deg, and the departure angle is now 23.5deg (was 25.0deg). Ground clearance is down by a millimetre, to 219mm.
And while that anti-roll bar adjustment certainly makes the Prado Kakadu hold itself flatter through a series of sharp corners, that’s not what this SUV is all about. Nor what this review is about.
In the lower-spec models there is better bump absorption – the smaller alloy wheels help, though we know some buyers will be tempted to upsize to 22-inch chrome wheels…The steering response largely remains the same between the four variants – the wheel action is light and easy to twirl at lower speeds with a decent turning circle of 11.6m, and it has good weighting at highway pace, too.
And no matter which model you choose, you’ll be getting a diesel engine that feels suited to day-to-day life: the 2.8-litre four-cylinder turbo unit isn’t excessively grunty, but with the clever six-speed automatic the Prado definitely offers enough punch to jump a gap or two in traffic.
Even so, I have often thought to myself ‘there is no faster car on the road than a Prado driver who is late to drop the kids at school’ – and the performance lives up to that expectation. There’s some turbo lag to contend with from stand-still, but its roll-on acceleration is convincing below 70km/h.
It isn’t quite as sprightly once you get above that, presumably because aerodynamics starts to play a more integral role in forward progress. But realistically if you want to know what 0-100km/h acceleration it’ll do, or what top speed it’ll hit, maybe you shouldn’t be looking at a Prado.
My biggest annoyance with the Prado is its brake pedal feel. While the response from the stoppers is good, the squelchy feel of the pedal and the fingernails-on-a-blackboard screechiness as you apply pressure is frustrating. The body of the Prado can pitch forward when you apply the brakes, too.
The Y62 Nissan Patrol first came out in 2010 and despite many safety upgrades over the years since it hasn’t yet been given an ANCAP rating.
The 2019 upgrade saw more advanced tech added and the Ti-L safety features include AEB, rear cross traffic alert, lane departure warning with lane keeping assistance, and blind spot warning which will intervene to steer you back into your lane if needed.
For child seats you’ll find two ISOFIX points and two top tether anchor mounts in the second row. Only the right-hand seat in the third row can have a child seat installed and it’s a top tether anchor point.
Nissan says curtain airbags cover all three rows in the Patrol.
Toyota Land Cruiser Prado8/10
The facelifted Prado model hasn’t been crash tested by ANCAP, but this generation was tested all the way back in 2010, when it scored the maximum five-star safety rating. It is unlikely the facelifted version will get the crash-test treatment again.
The manual models miss out on the added safety gear that every automatic Prado gets as standard as part of the update, which is disappointing, and you don’t even get a hill-hold function on the base model GX.
Manual or auto, the Prado comes with a reversing camera with active steering guidelines and rear parking sensors. All Prado models have seven airbags (dual front, front side, full-length curtain, driver’s knee), stability and traction control, ABS, EBD and trailer-sway control.
If you step up to the VX you also get blind-spot monitoring and rear cross-traffic alert, not to mention the surround-view camera and low-speed off-road front-view camera, and front parking sensors. The Kakadu model gets the lot, plus all of the off-road hardware and tech.
Parents will appreciate the two second-row ISOFIX child-seat anchor-points.
The Y62 Series 5 Patrol is covered by Nissan’s five-year, unlimited-kilometre warranty.
Servicing is recommended every six months or 10,000km and the first six services are set at $376 for the first service, $577 for the second, $392 for the third, $860 for the fourth and $407 for the fifth and $624 for the sixth.
Toyota Land Cruiser Prado6/10
Toyota’s unbreakable reputation is well founded, and reliability issues are reportedly few and far between. The brand offers an expansive dealer network providing access to professional Toyota care pretty much anywhere you think you’ll take your Prado.
The company isn’t unbeatable for warranty cover, however. It offers the bare-minimum three-year/100,000km plan for all of its cars, utes and SUVs.
Likewise Toyota’s maintenance schedule remains annoyingly short - intervals are every six months or 10,000km, which could be painful if you do a lot of mileage. At least the visits are affordable, with service costs capped at $240 each time for the first three years/60,000km.
Resale value is hard to argue with for the Prado – and most Toyota’s for that matter. But if you’re concerned about a used car purchase maybe check out our problems page for common problems, issues, faults and complaints about the Prado.