Toyota Prado vs Audi Q5

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...

It might be a late return to the PHEV game for Audi, but it’s an impressive one. Everything great about the Q5 remains - dynamically engaging, responsive powertrain - but you get the added benefit of electric power.

This could be the car to prove that plug-in hybrid medium SUVs don’t have to be bland family transport. If the Q5 is anything to go by, going green can be downright fun!

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

The second-generation Q5 has been around for six years, and it was very much an evolution of the original, but it still looks attractive in the metal. You couldn’t call it edgy, but it is handsome.

Both PHEV body styles get the S line exterior package as standard, which adds a unique honeycomb grille, S line bumpers front and rear, Audi Sport wheels and it borrows the rear spoiler from the SQ5.

While many will favour the swoopy Sportback body style, I think the Q5 is at its most arresting in SUV body style, bathed in the gorgeous 'District Green Metallic' paint. Stunning.

Inside, only the Sportback gains the S line interior, which includes a leather three-spoke steering wheel with multifunction, shift paddles and hands-on detection, Nappa leather upholstery with contrast stitching, and aluminium inlays. The SUV seats are leather-appointed. 

It’s fair to say Audi’s interiors have modernised since the launch of this Q5 in 2017, but it’s still hard to fault. The multimedia screen jutting out the top of the dash is a little old school these days, but the materials and quality are top notch.

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.

As - predominantly - a family hauler, the Q5 has always done well in the practicality stakes. And adding a plug-in hybrid powertrain hasn’t changed that. Although you do lose some boot space compared with the petrol models - but more on that in a bit.

Up front, the Q5 has plenty of nooks and storage slots in the console, including a longer shallow slot to hold phones. The central bin is deep enough and the door bins can swallow big bottles and more. Housing the phone charger on the top of another storage spot in the console works as it can be hidden by the larger storage lid for security.

As the Q5 is older than some of Audi’s fresher models, there are physical buttons for things like air conditioning, seat heaters, and controls for drive modes and other vehicle functions.

It might not look as schmick as having a screen to house everything, but from a practicality and safety perspective, it’s welcome.

This approach also extends to the multimedia system which is fairly simple to navigate with a logical menu. Audi’s system gets a tick, as does the digital cockpit - something the brand pioneered.

While the leather appointed seats in the SUV are nice, the quilted Nappa leather seats in the Sportback are much more luxurious. And the ‘Rotor Grey’ colour scheme is simply beautiful. They offer more than enough support in the front row and they are comfy without being super plush.

There’s ample leg and headroom in the front row.

That is the same for the second row. So much headroom even with a panoramic sunroof. And behind my 183cm (six foot) driving position, there was room to spare in front of my knees. It’s such a good size.

Also, the rear seats have some bucketing so passengers will feel a little spoiled. There’s also knee-level air vents, map pockets, two USBs and a 12-volt port, a fold-down armrest with cupholders and ISOFIX points on the outboard seats.

The rear row folds 60/40 and there’s decent room in the boot, which has a power operated tailgate. 

Given some of the PHEV hardware sits directly under the boot floor, it’s little surprise that the SUV version (465 litres) loses 55L of space compared with the petrol-powered 45 TFSI.

Similarly, the Sportback (455L) drops by 45L. Also, despite the swoopy roofline, the Sportback only loses 10L of cargo space compared with the more practical looking SUV.

Those PHEV bits also mean there is no spare wheel - only a tyre repair kit.

Dipping its toe back in the plug-in hybrid market, Audi is keen to appeal to buyers looking to reduce their carbon footprint, but also to driving enthusiasts requiring a bit of zing with their environmental credentials.

That’s where the Q5 55 TFSI e quattro comes in. Audi Australia had the option of introducing a less performance focused Q5 PHEV grade, but opted instead for the higher output model.

Audi sees this as the SQ5 you buy when you want to save the planet. And the 0-100km/h sprint time of 5.3 seconds suggests it’s pretty close.

Pricing for the 55 TFSI e quattro starts at $102,900, before on-road costs, for the SUV body style.

Opting for the Sportback carries a $7300 premium, making the price $110,200. But you get some more gear in the Sportback over the SUV, including the S-line interior package, and Matrix LED headlights with dynamic front and rear indicators.

Other equipment standard on both grades includes a panoramic sunroof, hands-free power tailgate, ambient lighting (with 30 colours), keyless entry and start, front leather-appointed seats with heating and power adjustment, three-zone climate control, a 10.1-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto, digital radio, 10-speaker audio, auto-dimming interior mirror and 20-inch Audi Sport alloy wheels.

You can opt for different 20-inch wheels or 21-inch hoops as well.

The 'Technik' option pack costs $4900 for the SUV and $4700 for the Sportback and adds a head-up display, a more premium Bang & Olufsen audio system, and high-tech head or tail-lights, depending on the body style.

All in all it’s a healthy standard features list. I’ve said it before recently, but it’s worth repeating - it’s good to see premium brands including more standard features in their models, rather than making everything an option.

That said, maybe heated rear seats (as well as the standard front seats) might have been a nice addition. 

So, how does the Q5 compare with its PHEV counterparts? Its most obvious rival is the BMW X3 xDrive30e which is more expensive at $111,800.

Then there’s the Range Rover Evoque R Dynamic HSE ($104,310) and Volvo XC60 Recharge ($101,990), which line up closely with the Audi, while the Lexus NX450h+ undercuts them all ($91,423).

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 Q5 pairs a 2.0-litre four-cylinder turbo-petrol engine - found in many VW Group products - with a plug-in hybrid set-up that includes a lithium-ion battery pack and an electric motor.

The total system output is 270kW of power and 500Nm of torque, which is impressive. In fact, it has more power - but a little less torque - than the SQ5 performance flagship. 

It drives all four wheels thanks to Audi’s quattro all-wheel drive system, and does that via a seven-speed dual-clutch automatic.

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 PHEV’s battery capacity is 17.9kWh and that ensures the Q5 has an electric driving range of up to 55 kilometres on the WLTP protocol. 

Audi says the average daily commute of an Australian is 35km, so technically many people could get to work and back using electric power only.

It might not sound like a huge amount, but it’s more than the 41km offered by the BMW X3, although it doesn’t come near the Lexus NX’s 87km claim.

Energy consumption is rated at 23.9kWh/100km, and the official fuel consumption figure for the Q5 is 2.0 litres per 100km - bettering the X3’s 3.2L/100km figure but not as frugal as the Lexus (1.3L).

It has a 54-litre fuel tank and emits 45 grams per kilometre of CO2.

The Q5 PHEV has a Type 2 plug and comes with a charger to add more juice at home.

It has an AC charging capacity of 7.2kW and it will take two and a half hours to fully charge using a home wallbox charger. You can also plug it into a regular wall socket at home and it’ll be charged up in about eight hours, or overnight. It's not capable of DC charging.

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 Q5 has always been the driver’s pick among its peers - specifically the BMW X3 and Mercedes-Benz GLC. You could argue a Porsche Macan is more engaging and you’d probably be right. But of those immediate German rivals, the Q5 takes the cake.

Adding a PHEV powertrain and the circa-300kg of extra weight that brings should impact dynamics - but somehow, it doesn’t. 

First of all, the Q5 PHEV can do the 0-100km/h dash in just 5.3 seconds which is hot hatch territory. 

But the really impressive thing about this Q5 is how well it handles, despite that extra weight. The battery pack is housed under the boot floor, and Audi engineers have done a bang up job in ensuring it retains that dynamic prowess it's known for. 

We drove on some delightfully twisty roads in the Gold Coast hinterland for this launch event, and the Q5 didn’t miss a beat.

It maintained composure when pushed into tight corners, and had plenty of grip. And the electric urge coming out of those corners - providing you have battery charge left - only helps the experience.

Typically sharp Audi steering is indeed present and welcome.

Riding on 20-inch Audi Sport alloy wheels, and with a sporty bent, you’d think the ride quality would be impacted. But that was another pleasant surprise.

The Q5 soaks up corrugations with the standard suspension set-up, and the tyres have a decent sidewall. So no unpleasant sharp bumps detected.

The cabin is reasonably well insulated from most outside intrusion as well.

The Q5 plug-in counts an impressive level of safety gear, including eight airbags in total, although that does not include a front centre airbag.

It comes with the usual suite of driver aids, including Audi’s ‘pre-sense city’ system that activates emergency braking at speeds up to 85km/h, ‘pre-sense front’ emergency braking up to the Q5’s maximum speed, as well as attention assist, an active bonnet, a tyre pressure monitor, and hill descent control. 

It also features adaptive cruise control, lane keep assist, blind spot monitor, safe exit assist, cross traffic alert and a 360-degree camera with an excellent display. 

While the rest of the Q5 range is covered by a five-star ANCAP safety rating dating back to 2017, the Q5 plug-in hybrid remains unrated for now.

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.

The Q5 comes with Audi’s five-year/unlimited kilometre warranty. This was an increase on its previous term that Audi announced at the start of 2022. The PHEV is also covered by an eight-year/160,00km battery warranty.

Service intervals are every 12 months or 15,000km, whichever comes first, and Audi offers a capped-price service plan for five years that costs about $3500 all up. That’s a little pricer than BMW and Volvo’s plan.