Toyota Land Cruiser Prado VS Audi Q5
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
- Good looks
- Great performance from the SQ5
- Advanced safety equipment
- Price hikes over previous models
- Four cylinder petrol could be more powerful
- Xenon headlights in Design grade
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|
About two months ago we met up with the new Audi Q5, but only for a brief drive around our nation’s capital. Audi told us we’d get to know the mid-sized SUV better at the official Australian launch in July. When they said better, we didn’t realise they meant Melbourne-to-Adelaide-on-a-900km-road-trip better.
That’s exactly what happened. But did we learn anything new apart from the fact The Big Lobster has been refurbished, that wild emus are the stuff of nightmares, that it’s still dark at 7:00am at this time of year in Victoria, or that Adelaide’s residential property market offers outstanding value?
|Fuel Type||Premium Unleaded Petrol|
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.
The new-generation Audi Q5 is difficult to fault as a premium SUV. All grades feel well-crafted, plush and high-tech. They’re comfortable to sit in (for hours) and deliver impressive performance. If you take money out of the equation, the SQ5 is the pick, but the sensible sweet spot in the range is the 2.0 TDI Sport with its great torque and standard features.
Is the new generation Q5 enough to talk you out of a Benz GLC or BMW X3? Tell us what you think in the comments below.
Check out Peter Anderson's video of the Q5 off-road driving experience in Germany here.
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.
You can’t see it but this second-generation Q5 sits on a new platform – the same one underpinning the A4, the A5, and the big daddy of Audi’s SUV range, the Q7. As well as changing the Q5's on-road behaviour the new platform is partly responsible for the SUV’s new exterior dimensions.
The Q5 is a mid-sized SUV with a 2819mm wheelbase (+12mm). While end-to-end length has grown to 4663mm (+34mm), and height to 1659mm (+4mm), width is unchanged at 1893mm.
BMW’s X3 is 21mm longer, 16mm taller and 12mm narrower.
You can pick the new Q5 from the previous one courtesy of a distinctive shoulder line, running the length of the body, and twisting over the wheel arches; making it more athletic, and to these eyes, more attractive than the last edition.
No macho wheel arch extensions, side steps or bull bar here. This is a citified SUV, rather than an outback 4x4 blazer.
The grille has been restyled to create more depth around its frame, and according to Audi, if you look (and imagine) hard enough you should be able to see the a letter Q in the redesigned headlights.
All grades have the roof-top rear spoiler which is almost madatory on SUVs these days. The rear diffuser houses what appear to be chrome exhaust tips, but they're just cosmetic – the actual exuast pipe hides under the car. Trust me, I got under there and checked.
Now with bigger interior dimensions, too, the Q5’s cabin is completely new, from the display that sits high on a low dashboard, to the centre console redesigned around a new shifter and touch-pad for the media system, steering wheel and instrument cluster.
Take a look at the interior photos, the Q5's cabin is not as blingy as the Benz, but more luxurious than the Beemer. The Q5’s interior is plush without being over-the-top, but with a high quality well-crafted feel from the soft-touch plastic door sills to the wood and aluminium trim on the centre console.
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.
You’re not buying an SUV to lord it over people in the traffic, right? If you are, it shouldn’t be the only reason, because the Q5 is as practical as a pair of cargo pants, and nowhere near as embarrassing to be seen in.
The Q5’s boot is 10 litres bigger than the previous model's boot dimensions at 550 litres, matching the luggage capacity of the Benz GLC and BMW X3.
If you’ve optioned the sliding second row, the boot space can be increased to 610 litres up to the cargo cover and if you’ve ticked the option box marked air suspension, like an elephant kneeling down, the Q5 will lower itself to make loading easier.
The Q5 is a five seater (there's no third row), if you’re looking for seven seats then head on over to our Q7 review here.
Cabin space has been increased, and without resorting to a predictable Dr Who reference: when you’re in the driver’s seat the cockpit does feel larger than you’d expect from the outside. I can also sit behind my driving position with about 40mm to spare. Good considering I’m 191cm tall. Headroom is also excellent back there.
The middle rear position is the Q5’s short-straw seat, as it means sliding over to straddle the driveshaft hump and perching on a harder surface.
In the back row you’ll find two cupholders in the fold-down centre armrest and two more up front, while all doors have bottle holders.
Storage space elsewhere isn't great: the centre console bin isn’t the biggest or deepest and there were times where I wished for a large, open storage dish under the dash to throw my wallet, keys and phone into rather than stuffing them in the cup holders and door pockets.
Price and features
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.
How much is an Audi Q5? Well, it depends on which one you mean, there are several trim levels. The range kicks off with the Design grade, which is diesel-only and the most affordable in the line-up at $65,900. That's a $2000 increase over the out-going Q5 entry price. Above this is the Sport grade which you can have with a diesel engine for $70,700, or petrol for $73,211 (RRP). At the top of the range is the SQ5 which (for now) only comes with a petrol engine for $99,611 - about $7000 more than the previous version.
At the launch Audi announced the S Line Black special edition would be available with just 70 going on sale in Australia. The diesel version of the S Line black pack is $82,900, while the petrol is $86,611.
Here’s a value curve ball for you. So, the entry-grade Porsche Macan SUV has the same drivetrain as the petrol Q5, with the same output, and lists for $80,410. I’m just going to leave that there, okay?
For a bit of a model comparison Mercedes-Benz’s GLC is within the same price range starting at $65,990 for the entry grade diesel and tops out at $89,900. A Mercedes-AMG GLC 43 is a rival to the SQ5 and costs about the same, at $101,400.
The Design grade’s standard features include a 7.0-inch screen (it's a multi-function display, but not a touch screen) with sat nav and a reversing camera, DAB+ digital radio, CD player, Bluetooth connectivity, front and rear parking sensors, keyless entry (also called a smart key), push button start (some call it keyless go or start, stop), three-zone climate control air conditioning, xenon headlights, LED daytime running lights, power tailgate, leather seats, power front seats, aluminium roof racks, ambient interior lighting, rain sensing wipers and 18-inch alloy wheels. There’s also some impressive advanced safety equipment, from AEB to blind spot warning (read more about the safety features below).
Stepping up to the Sport grade brings all of the Design’s standard features and adds 20-inch alloys, adaptive LED headlights (not the adaptive headlights), sports seats up front, a larger 8.3-inch screen (for multimedia including a DVD player) plus the amazing 12.3-inch ‘virtual cockpit’ instrument cluster, a DVD player, 10-speaker sound system inclusing a subwoofer and a panoramic sunroof. There’s also more safety equipment such as adaptive cruise control.
The SQ5 is a high-performance member of the Q5 family (an even more hardcore RSQ5 is also tipped to come) and picks up the Sport's standard features, and adds 21-inch alloy wheels with red brake calipers, adaptive dampers, tinted windows (rear), more premium leather upholstery, heated front seats and a sliding rear row. There’s also not-necessary-but-nice things such as the colourful ambient lighting, aww… pretty. There’s more safety equipment, too, such as auto parking.
The optional 'Comfort' package ($2200 on the Design and $1900 on the Sport) brings things such as a sliding rear seat and electric steering column adjustment.
The $3300 'S Line' package is only available on the Sport and adds a tough body kit and 20-inch alloy rims.
Then there’s the 'Technik' package (only available on the Sport and SQ5). This technology pack adds some cool gadgets such as a head-up display, Bang & Olufsen 19-speaker stereo and matrix LED headlights.
There's also a 'Parking Assistance Package', using four wide-angle cameras to cover the entire area immediately around the vehicle, also incorporating 'Park assist' self parking to help steer you into parallel or perpendicular parking spaces.
'Adaptive damper control', and 'Adaptive air suspension' are optionally available on the quattro S tronic sport models.
There's no 'Premium Package' but then again the Q5 is already a prestige vehicle.
There are ten paint colours to choose from with Brilliant Black and Ibis White being no cost options, but you'll have to pay for such metallic hues as 'Azores Green', 'Manhattan Grey', 'Floret Silver', 'Matador Red', 'Java Brown', and 'Navarra Blue'.
Apple CarPlay for your iPhone and Android Auto for Samsungs and the rest aren't offered on the Q5, which is a shame because these apps are excellent for maps and messaging.
Out of phone reception and GPS range we noticed the navigation system was patchy and when we really needed it in the dark, in the bush.
Engine & trans
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.
There are three engine specifications currently in the Q5 line-up. Here are the stats for you. The regular Q5's have a 140kW/400Nm 2.0-litre four-cylinder turbo-diesel and a 185kW/370Nm 2.0-litre four-cylinder turbo-petrol. The SQ5 is a different beast with a 3.0-litre turbo-petrol V6 making 260kW (349 horsepower) /500Nm. Those are pretty impressive torque and power specs. (a turbo-diesel V6 version is expected to arrive soon).
The four cylinders have a seven-speed dual clutch automatic transmission, while the V6 has an eight-speed dual-clutch. Yes, no manual gearbox.
The four-cylinder Q5s come with a new form of Audi’s all-wheel drive (AWD) system called 'Quattro Ultra' which switches between front- and AWD on demand. The SQ5 sticks with full-time AWD.
Have it fitted with a towbar and the Q5 has a braked towing capacity of 2000kg and a 200kg towball download. If you're serious about hauling a van or trailer perhaps you should read this towing review.
For the 0-100km/h sprint Audi says the 2.0TDI takes 7.9 seconds, the 2.0TFSI can better it with 6.3 seconds, while the SQ5 is almost a second ahead on speed with 5.4 seconds. Not bad accleration for SUVs with a weight of about 1.8 tonnes.
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.
The official combined fuel consumption figure for the diesel 2.0 TDI Design is 5.3L/100km, which jumps to 5.5L/100km in the Sport grade. Similar mileage for both then, regardless of what flavour fuel you use.
We drove the 2.0 TDI Sport grade 261.3km and the trip computer reckoned we were using an average of 6.5L/200km, which is pretty handy diesel fuel consumption. Fuel tank capacity is 65 litres.
The petrol 2.0 TFSI is claimed to consume 7.3L/100km. After about 200km in the S-line Black, with that engine under the bonnet, our trip computer was reporting 11.1L/100km, but there had been some hard acceleration in 'Sport' mode, and the odd spot of dirt road fun which activated the AWD. Still, not bad fuel economy.
The SQ5 officially consumes a combined 8.7L/100km, and after 189.8km our trip computer told us it was using 9.9L/100km. Not too shabby.
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 Aussie launch saw us climb into an SQ5 in Melbourne and step out 900km away in Adelaide, with a few hundred kays in between in the 2.0 TFSI S Line Black and a 2.0 TDI Sport. Yes, mum, we stopped to sleep somewhere overnight.
That amount of time sitting in anything should make you fairly familiar with it, but the lack of twisty roads meant there was little opportunity to really put the handling to the test. But fear not, we’ll road test the Q5 soon.
Despite the absence of corners, much was still learnt about this second-generation Q5.
First up, despite the next destination being entered into the SQ5’s sat nav, I was lost within moments of leaving Melbourne airport. The combination of a messy sat nav display and my bad sense of direction was going to be an issue over the next billion kilometres.
Back on track, and now in the civilised wilds outside Daylesford, only 100-odd kays north-west of Melbourne, we lost our GPS signal, phone reception, and therefore, sat nav.
We drove into the tiny, far western Victorian town of Dunkeld in a 2.0 TDI Sport, the xenon headlights of which hadn’t been cutting though the total darkness of the Aussie bush roads as well as the LEDs in the SQ5, although the ambient interior lighting package of 30 selectable colours was fabulous.
The next day we left Dunkeld for Kingston (home of the giant Lobster) in South Australia, in the limited launch edition S Line Black - the petrol version. Riding shot gun was the head of Audi’s Quattro AWD department, Dieter Weidemann, who kept pointing at emus and calling them wombats.
While he may not know much about Australian fauna, mechanical engineering is an entirely different story.
He told us he'd created a new 'Quattro Ultra' version of Audi’s AWD system that switched from front-wheel drive to AWD when you needed it. Then he encouraged me to try and trick it into losing traction on a dirt road. So I did, and what should have been a great power slide was an uneventful, perfect corner with no loss of traction. Although the Q5 has a good ground clearance of 200mm it's not designed for rough terrain. If you're looking for something with excellent off road capabiity then take a look at our off road reviews here.
Leaving the Lobster we bolted north road on the Princes Highway which has a surface resembling a cheese grater, but even at 110km/h there was hardly any road noise or wind noise intruding into the cabin – and that was the case on all variants.
Back in the SQ5, the optional rear air suspension made the course chip bitumen and regular undulations feel like carpet, but the trade-off was a bit of body roll.
That turbo V6 in the SQ5 is more beautiful than brutal – those performance figures we covered don't lie. Gurgling deeply at idle and barking through the gears, the V6 sounds wonderful, but there is some synthetic aural enhancement happening.
Stepping out of the SQ5 and back into a 2.0 TDI Design felt like a demotion, but 400Nm is hefty hitting power, and I enjoyed the torque on tap from 1750rpm. That diesel engine is remarkably quiet, too – enough to fool me into thinking we were in a petrol car until I saw the tacho and its 4500 rpm redline.
The 2.0 TFSI S Line Black is no SQ5, but its 185kW/370Nm are the type of figures V8 diehards used to boast about around barbecues back in 1997.
The Design and Sport grades didn’t have air-suspension which meant a firmer, but still comfortable ride.
Steering in all variants is spot-on. The SQ5’s especially felt well-weighted with great feedback from the wheels and road below.
Visibility all-around is excellent, helped even more by a new positioning for the wing mirrors which also reduces wind noise.
We arrived in Adelaide just in time to enjoy the city’s mid-week peak-hour traffic, our SQ5 covered in dirt, looked tough. Bumper to bumper this was the slowest part of the 900km, we were tired and the adaptive cruise control was a massive help as we trundled our way to the airport for the trip home.
What really impressed me was that after nearly 1000km, and a day where we spent nearly eight hours in either the driver’s or co-pilot’s seat, I was never sore, or even uncomfortable.
That’s saying a lot. I’ve been sitting here in an expensive, hi-tech chair typing for only two hours and my back is killing me.
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.
All Q5s (including the SQ5) come standard with city AEB which can recognise pedestrians and detect a potential collision at up to 85km/h, and reduce speed by 40km/h in an emergency. All models also feature ABS, ASR (also known as ESP), EDL and Brake Assist, as well as rear cross traffic alert, blind spot monitor and warning and an alert which will sound if you’re about to open your door on a cyclist or car.
Another cool standard safety feature is a rear collision detection system which will flash the hazard lights to alert surrounding traffic to a potential impact.
All Q5 have eight airbags, and there are two ISOFIX mounts and three top tether points across the rear row for child and baby seats.
The Audi Q5 is built in Mexico.
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.
Audi covers the Q5 with a three-year/unlimited kilometre warranty. Maintenance is scheduled every 12 months/15,000km. There is no capped price service cost scheme available.
Under the boot floor you’ll find a space saver spare. Better than a tyre repair kit, but still not good enough in Australia if you’re covering long distances in remote areas.