Toyota Prado vs Nissan Pathfinder

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 looks good, offers benchmark safety and combines strong engine performance with sure-footed traction, particularly on low-grip surfaces. There’s also a spacious, comfortable and practical cabin that can seat up to eight and it can tow up to 2.7 tonnes. Apart from its V6 thirst, based on our at-pump figures, there’s little we can criticise about the latest Pathfinder in Ti 4WD specification, which is certainly worthy of consideration for large SUV buyers.  

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 latest Pathfinder rides on a 2900mm wheelbase with an 11.8-metre turning circle. Although it's shorter in overall length with less frontal overhang than its predecessor, it has a wider stance (aka track width) for improved handling plus a height increase for more headroom. There’s also more leg and hip-room.

The sumptuous interior is a tasteful mix of leather accents, piano black and satin chrome with classy exposed stitching along numerous seams including the leather-wrapped steering wheel. It exudes a high-quality look and feel.

The 2/3/3 seating layout can theoretically cater for up to eight occupants, starting with seating for the driver and front passenger which is spacious and comfortable with ample adjustment.

For those in the grandstand-style second row, it also feels spacious thanks not only to the wide-opening doors and increased head and legroom, but also the flat floor with no transmission hump to restrict foot placement for those in the middle. The recline of the 60/40-split backrests can be adjusted for added comfort.

Second-row passengers also have access to their own control panel on the rear of the centre console that allows individual adjustment of seat-heating and temperature/fan speed for vents located under the front seats and in the roof.

The second row tilts and slides forward to provide access to the third row. This is designed to carry up to three occupants, but by our measure only small kids could manage that.

For adults, it’s really a two-seater and that’s only for short trips and only with the second row slid forward at least 100mm to provide adequate knee room.

Even so, the third row offers adequate headroom (even for tall people) and with large glass areas and overhead cooling vents does its best to minimise a claustrophobic feel.

So, we see it as either a seven- or eight-seater, depending on the kid-to-adult mix.

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.

The Ti 4WD’s 2044kg kerb weight (unladen and full of fuel) and 2750kg GVM (how much it can legally weigh when fully loaded) provides a load capacity of 706kg.

That limit could easily be reached or exceeded just by eight adults, before you could think about loading their luggage.

So, be mindful of combined passenger and luggage weight, particularly when planning a trip, to ensure you’re not over the GVM limit.

It’s also rated tow up to 2700kg of braked trailer, which is suitably large to cater for many recreational towing tasks.

However, as there’s no published GCM (or how much the Ti can legally carry and tow at the same time) we don’t know if it can haul its maximum payload while towing its maximum trailer weight.

Even so, it offers 205 litres of internal load volume with the second and third rows upright (ideal space for a supermarket shop), which expands to 554 litres with the third row folded flat and 782 litres with the second and third rows folded.

There are four cargo tie-down points and a surprisingly large bin hidden under the rear floor.

In terms of internal storage there’s a glove box, console box, overhead glasses holder and seat pockets plus a variety of bins, bottle holders and cupholders thoughtfully placed throughout the cabin catering for all three rows.

Nissan claims a total of 16 cupholders, but by our measure there are 18. Either way, there’s more than ample storage for drinks and personal items in this well-designed cabin.

Our test vehicle is the Ti 4WD, which sits one rung below the premium Ti-L 4WD on the local ladder.

Our example (like the Ti-L) is available only with a 3.5-litre petrol V6 and nine-speed automatic transmission for a list price of $71,490, plus on-road costs. Its 'Gun Metallic' premium paint costs extra.

It's generous with luxury appointments starting with unique 18-inch machined-finish alloy wheels and 255/60 tyres (but only a space-saver spare) plus a powered tailgate, roof rails, full LED lighting, heated door mirrors and more.

Inside is a 10-way power-adjustable driver’s seat, auto-dimming rear-view mirror, heated front and rear seats, leather-accented trim on seats and doors, roll-up sun-shades for the rear passenger door windows, a wireless smartphone charging pad, a USB charging outlet for the third row of seats and a quality 13-speaker Bose audio system.

There are also steering wheel paddle-shifters, a driver’s heads-up display, tri-zone air con, plus five USB ports and two 12-volt outlets to keep a full crew charged and connected.

Central command for the multimedia system is a 9.0-inch touchscreen display including wireless Apple and Android connectivity and digital radio.

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 Pathfinder is powered a lusty direct-injection 3.5-litre petrol V6. It produces 202kW at 6400rpm and 340Nm at 4800rpm.

It’s paired with a nine-speed torque converter automatic transmission which offers the choice of manual sequential-shifting using steering wheel-mounted paddles.

The full-time 4WD transmission offers seven different drive modes via a rotary-dial on the console, which optimises performance in each selected mode. These include 'Standard', 'Sport', 'Eco', 'Snow', 'Sand', 'Mud/Rut' and 'Tow'.

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.

Nissan claims combined cycle average consumption of 10.5L/100km and the Ti’s dash display was claiming 12.9 at the completion of our 213km test, which was mostly city and suburban driving with some limited highway running and from one to five occupants on board at different times.

Our own figure, calculated from actual fuel bowser and tripmeter readings, came in higher again at 14.5L/100km which exceeds the usual 2.0-3.0L/100km discrepancy between manufacturer figures and our own.

In other words, it drinks more than a diesel but is about average for a powerful six-cylinder petrol engine of this size under test conditions.

So, based on our ‘real world’ driving and at-pump consumption figure, you could expect a driving range of around 500km from its 71-litre tank. And it requires premium unleaded.

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.

A good example of its comfort range is that I’m 186cm tall and my wife is only 165cm, yet we both managed to find comfortable seating positions. However, she said that ideally the range of seat-height adjustment could be a tad higher given her smaller stature.

Even so, she liked the Ti and found it easy to drive, particularly in negotiating busy shopping centre car parks with its various cameras, parking sensors etc.

She also appreciated how easy it is to fold down the trio of headrests on the third row of seats when not in use, to provide a clear view through the rear window.

We encountered heavy rain at times during our test, when the superior traction of its 4WD system was most noticeable and appreciated when cornering.

It also ensured no wheelspin from standing starts, which is reassuring given the V6 engine’s vigorous low-down response. This engine has excellent performance.

We also liked the ride quality, steering feel and braking, along with the nine-speed automatic thanks to its near-seamless shifting and good all-round response. We did try manual-shifting using the paddle-shifters for a more ‘engaging’ driving experience at times.

It also makes a comfortable highway cruiser given its low engine, tyre and wind noise and suitably long gearing, that requires only 1500rpm from the V6 to maintain 110km/h and optimise fuel economy.

The Pathfinder boasts a maximum five-star ANCAP rating (awarded 2022) and is loaded with passive and active safety features, starting with nine airbags including side-curtain airbags covering all three rows and a front-row centre airbag.

There’s also the full 'Nissan Intelligent Mobility' safety suite packed with active safety features including AEB, plus Nissan’s semi-autonomous 'ProPILOT' system for use with the adaptive cruise control.

There’s also 360-degree and reversing cameras, front/rear parking sensors, tyre pressure monitoring and more.

In the second row there are ISOFIX anchorages on the two outer seating positions and top-tethers for all three positions, plus an additional set of ISOFIX and top-tether fixtures in the third row.

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.

Nissan covers the Pathfinder with a five-year/unlimited km warranty including five years roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services is $2581 or an average of $516 per service.