Toyota Prado vs Volvo XC40

What's the difference?

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

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

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

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

The Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

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 XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

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.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

There are two powertrain options in the XC40 family, a mild-hybrid or pure electric. The latter gets two variants and we’re in the top-spec Recharge Twin Motor, which is priced from $85,990, before on-road costs. This positions it in the middle of its nearest rivals but in its family line-up it’s a big $23K jump from its Ultimate B4 AWD combustion equivalent.

The standard features list for the XC40 is robust and there are some great premium features, like the electrically-adjustable and heated front seats with extendable under-thigh support and electric lumbar control.

A panoramic sunroof makes the cabin feel light and airy, the rear outboard seats have heat functions and the driver enjoys a heated steering wheel. You also get a premium 13-speaker Harman Kardon sound system in the Twin Motor.

Other premium features include pre-entry and after-park climate control (perfect for those super-hot days) and a hands-free powered tailgate.

Technology highlights include a complimentary four-year subscription for the built-in Google Assistant, Google Maps and Google Play Store which are accessed via the portrait-style 9.0-inch multimedia touchscreen.

There's also access to apps like YouTube, which delighted my seven-year old and would be handy on any charging stints for some diversion. It's surprising there isn't wireless functionality for Apple CarPlay and Android Auto but they can be hooked up via cable.

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 XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-seconds!

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 official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

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.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

The XC40 has a long safety features list but a standout is the Volvo designed 'Side Impact Protection System' (SIPS) that reinforces the car's steel framework at the sides and disperses energy in a side collision.

Other standard features include full LED external lights, daytime running lights, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, driver attention alert, forward collision warning, lane departure alert, lane keeping aid, intelligent seatbelt reminders, traffic sign recognition, 360-degree camera system, front and rear parking sensors.

The XC40 has a maximum five-star ANCAP safety rating from testing done in 2018. It has seven airbags, including a driver's knee bag and features high individual scoring for adult and child occupant protection at 97 per cent and 84 per cent, respectively. 

The XC40 has AEB with car, pedestrian and cyclist detection and is operational from 4.0-210km/h. It's usual to see that top speed sit closer to 180km/h, so that's very good.

A cool feature for any parents out there is the second key which you can program to limit stereo volume levels and set a maximum speed allowance. It's even coloured bright orange so there are no chances of a sneaky switcheroo!

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points for any families out there but two seats will fit best.

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 ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.