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Toyota Land Cruiser


Jaguar E-Pace

Summary

Toyota Land Cruiser

If you’ve seen our most recent comparison test where we put the Toyota Prado up against some of its fiercest rivals, you will know that the Toyota impressed us on many levels.

That comparison - where it went up against the Mitsubishi Pajero Sport, Ford Everest and its sibling, the Toyota Fortuner - saw us put the GXL variant of the Prado range through plenty of stress tests. 

But we thought we’d do a standalone deep dive review on the Toyota Prado GXL 2020 model - in case you don’t really care how it compares, and just want to figure out if you’re making the right decision choosing this variant. This review will help. We promise.

Safety rating
Engine Type2.8L turbo
Fuel TypeDiesel
Fuel Efficiency7.9L/100km
Seating7 seats

Jaguar E-Pace

The E-Pace is a new Jaguar, or is it? Jaguars used to be something your boss drove, cars with a whiff of snob about them, as well as subtle scents of cigar, whisky, mahogany and Old Spice.

They were also loud, powerful and proud machines, and as British as referring to Australians as “colonials”.

The E-Pace, on the other hand, is a small SUV that smells, sounds and seems like a lot of other cars in what Jaguar refers to as, “the hottest segment in the car world; premium soft-roaders". If that sentence alone, coming out of a Jaguar spokeshead’s mouth, doesn’t sum up the way the company has changed, I don’t know what does. 

Making your brand more affordable while still making it look desirable is a hell of a profitable trick, if you can get away with it.

Jaguar claims the E-Pace is “the coolest SUV” reasonable money can buy, and with prices starting under $48,000, this really is a Jag for the workers, rather than the bosses.

What does set it apart, however, aside from that tempting price point, is its looks. Jaguar’s genius designer, Ian Callum, has done it again, creating a simply sexy vehicle that’s so instantly desirable that Australians have piled in with pre-orders, so many of them that the company is already certain the E-Pace will be its biggest-selling model.

Those customers who’ve slapped down deposits without even sitting in one, let alone driving it, might be in for a few surprises. 

The E-Pace might not be the full Jaguar, but is it a cute enough cub to cut it? We drove as many variants as we could at the Australian launch to find out.

Safety rating
Engine Type2.0L turbo
Fuel TypeDiesel
Fuel Efficiency5.6L/100km
Seating5 seats

Verdict

Toyota Land Cruiser7.6/10

There’s a reason so many people opt for the Toyota Prado, and plenty of those choose the GXL model, too. It’s a very impressive family off-roader that can tackle rough terrain straight out of the showroom, but also offer comfortable, family-friendly progress in daily driving as well.

It is showing its age and starting to lack some tech, but there’s no doubt it will continue to sell well because if you can overlook those shortcomings, it’s a highly impressive four-wheel drive.


Jaguar E-Pace7.9/10

There is absolutely no question the Jaguar E-Pace will be a huge success for the company, and will increase the number of Jags you see on the road exponentially. Much as the German brands have done, since way back when Mercedes launched its A-Class, the British brand has now made itself attainable to the masses.

There’s plenty to love about the way the E-Pace looks, particularly from the outside, and about how it drives. There are, however, some niggles that suggest you might want to test drive one before slapping down your hard earned, and the cheap-feeling plastics in the interior, even in up-spec models, will disappoint some people. Overall, though, Jaguar has built an absolute banker.

Check out Peter Anderson's E-Pace video from its international launch earlier this year.

Could the E-Pace be your first Jaguar? Tell us what you think in the comments below.

Design

Toyota Land Cruiser7/10

In terms of dimensions and size, the Prado is pretty compact when it has the Flat Tailgate pack. The length is 4825mm (on a 2790mm wheelbase), width is 1885mm and height is 1890mm. Add the spare tyre to the back door, and it pushes out to 4995mm.

I actually think the Flat Tailgate pack is one of the most interesting elements of the Prado’s design. The company has gone to the trouble of eradicating the rear-mounted spare, but still kept the side-swinging back door, which can be a pain in the neck if you’re trying to access the boot but have parked close to a wall or a car behind has parked you in. 

But there is a trick - the tailgate glass opens separately to the boot, which can be a saviour in situations like that… unless you’re loading or unloading something long, awkwardly shaped or heavy, or you’re shorter in stature as you might struggle to reach.

The exterior design of the Prado has been treated well over the years it has been around, and it still looks smart enough to catch your eye despite being ubiquitous. The muscular grille, squared-off haunches and beefy stance help.  

While design is more often equated with styling, or how a car looks, in 4x4s like this there is more than just the aesthetic of the metalwork to consider. They’ve also gotta be designed to deal with the rough stuff.

So, cue important specs for off-road enthusiasts: approach angle - 30.4 degrees; departure angle - 23.5 degrees; break-over/ramp-over angle - 21.1 degrees; ground clearance (mm) - 219; wading depth (mm) - 700; turning circle/radius - 11.6m. 

 


Jaguar E-Pace8/10

Frankly, design might just be the E-Pace’s most important feature. It manages to make a small SUV look genuinely desirable by being sexily shapely and perfectly proportioned. This is a seriously difficult trick to pull off, but it’s one that Jaguar has done before, with the hugely successful  F-Pace, so this is a case of giving people slightly less of the same.

There really isn’t an angle from which the E-Pace doesn’t look good, but the more money you throw at your car, the better it looks, as the wheels grow from the standard 17-inch ones to very tough looking optional 21-inch units.

At the bottom end of the spec chart, on that sub-$50,000 version that almost no one will actually buy, you don’t even get exhaust tips, and indeed at first glance it looks like the car doesn’t have pipes at all (a weedy little pipe is tucked away underneath), and this does look a bit ordinary.

More chrome and shiny bits are thrown at the car as you move up the price points, and the R-Dynamic spec is obviously the sexiest version of all.

What’s interesting is how different the design feels once you get inside. Imagine being given the famous blue box from jewellers Tiffany and finding a plastic cereal-box ring inside and you’re somewhere near the E-Pace experience.

There is some really quite nasty cheap plastic around the gear lever, in the doors, and right around the window switches in an area you’ll touch every day. The shabby grey plastic surround of the shifter is made of the kind of nasty stuff Hyundai no longer uses.

Not only can you see that it will mark up and wear quite badly, but if you tap on it it makes the kind of noise you’d expect from a kids’ lunch box.

Fortunately, the steering wheel still feels premium, the touchscreen is large and top quality and there’s plenty about the E-Pace that reflects Jaguar design, but it’s hard to get past the feeling that the corners that have been cut to save money are showing so clearly you could cut yourself on them.

Practicality

Toyota Land Cruiser9/10

Unlike some of its closest competitors, the Prado is a purpose-built off-roader family SUV, where the others are derived from dual-cab utes. That means it’s wider and a bit more passenger friendly - even if there are things that we wish were a bit better, like the space on offer with all seven seats in play.

The Prado offers a meagre 104 litres (VDA) with all seven seats up, which is less than all of its main rivals. With five seats up there’s 553L (VDA), and if you fold down all the rear seats you should have 974L (VDA) at your disposal.

There are roof rails if you want to fit a roof rack and luggage pod, or if you don’t need all seven seats and plan to use the boot all the time, a cargo barrier is available. Maybe get a luggage liner while you’re at it.

As mentioned, all three rows have air vents and there’s a fan controller as well, and there’s a third climate zone so those in the rear can set the temp as desired. 

If you happen to draw the short straw and end up in the back row, you’ll be pleased that the ingress and egress is excellent. The door opening is large, meaning easy access, but taller occupants might struggle for head room, and you’ll need to make sure those in front slide the seats forward to allow better third row space. Some other SUVs in this space don’t offer a sliding second row.

In the middle row there’s good width to the seat, feeling comfortable and accommodating for adults. There’s easily enough knee room, headroom and shoulder space for three adults to fit side by side. There are cup holders in a flip-down armrest (though they are weirdly shaped), and bottle holders in the doors. Rearmost occupants have cup holders as well.

Up front the seats offer good adjustment, and there’s a level of intuitiveness to the way the Prado’s cockpit is laid out. Everything falls to hand easily, and the storage is mostly good, with bottle holders in the doors, cup holders between the seats, a storage box below the media screen, and even a centre console bin with cooling, which is ideal for family drives.

The media screen is decent, but not great. At least there are hard buttons either side and knobs for tuning and volume, rather than on screen touch controls like you find in some other Toyotas


Jaguar E-Pace8/10

While the interior might feel cheap in places, it’s certainly spacious, with excellent headroom front and rear, and a sense of light and airiness that’s much helped by optioning the panoramic glass roof (for a hefty $2160).

Jaguar claims its rear seats are so large customers will shop the E-Pace against bigger vehicles, like BMW’s X3, rather than just direct competitors like the X2. This might be a stretch, but I certainly found it comfortable enough to sit behind my own seating position (I’m 175cm/5'9") without my knees touching the seat back. Shoulder room is also good and four adults could certainly ride in this car in comfort.

Sadly, the seats aren’t quite as comfortable as you might hope, being slightly flat and unsupportive, particularly in the cheaper models.

There’s a cheap-feeling oddments tray that covers two differently sized cupholders between the seats, which can be lifted off and stowed in a good-sized storage big under your left elbow. Another oddment storage tray, made of a quite ugly plastic, sits underneath the head unit and there are large storage pockets in the doors, front and rear, as well as storage for large bottles. Boot space is also reasonably capacious at 484 litres.

Price and features

Toyota Land Cruiser8/10

The 2020 Toyota Prado GXL has a list price of $63,690 before on-road costs. That’s for the automatic model - deduct $3000 if you’re going with a manual. 

Our car had the $3463 Premium Interior option pack, which added leather seats, heated and cooled front seats, and heated second row seats. That pack, as well as its optional premium paint ($600) pushed its as-tested price to $67,753. 

If you’re interested, there’s a Flat Tailgate pack available for the GXL automatic (also the VX and Kakadu), which deletes the tailgate mounted spare wheel in favour of a spare mounted under the car body. It downsizes the fuel tank from 150L to 87L and that’s how our car came - it doesn’t cost any extra.

In addition, the Prado comes decently kitted out for the cash, with standard items including 17-inch alloy wheels, roof rails, LED headlights, LED daytime running lights, LED front fog lights, auto headlights, side steps, and keyless entry with push button start.

Other standard inclusions comprise a three-zone climate control with rear vents and rear fan controller, leather steering wheel, a 230-volt powerpoint in the boot, a nine-speaker sound system teamed to an 8.0-inch touchscreen media unit with sat nav, USB port (x1), AM/FM radio and CD player. There’s no Apple CarPlay or Android Auto smartphone mirroring.

Safety spec is adequate for the class, but certainly not exceptional - read the safety section below for a rundown. 

If your curious about colours available for the Prado, there are a few to choose: Glacier White and Ebony  are the only no-cost choices, while optional premium ($600) colours include Peacock Black metallic, Dusty Bronze metallic, Graphite grey metallic, Wildfire red metallic, Crystal Pearl white, Silver Pearl and Eclipse Black mica.


Jaguar E-Pace8/10

There’s no doubting the perceived value of offering a vehicle with a Jaguar badge that starts under $50,000, an idea that would have seemed unimaginable not so long ago.

And if we all bought cars by the kilogram, the E-Pace would certainly be a bargain, because it’s a heavy beast of a thing, far outweighing any of its competitors at not far off two tonnes.

And there’s certainly an astonishing amount of choice in the range, with no less than 38 variants, thanks to what Jaguar calls its 'Ultimate Customer Choice', which allows you to build any kind of E-Pace you fancy.

Spec levels range through S, SE, HSE and R-Dynamic, and you can have each of those with your choice of five different engines, three diesels and two petrols - the D150, D180 D240, P250 and P300.

All E-Paces sold in Australia are fitted with all-wheel drive, despite European models offering a front-drive only option.

In Australia, the company says it will be competing aggressively in the $50,000-$70,000 price range and pin points its $62,430, D180 SE model as where its volume, and its conquest sales, will come from.

Early adopters, though, might be tempted by the First Edition, which will only be available for the first model year and comes with all sorts of temping goodies at a price of $80,952 for the D180 or $84,370 for the P250 version.

The First Edition gets spiffy 'Caldera Red' paint, 20-inch 'Satin Grey Diamond Turned' finish alloy wheels, a 'Black Pack' exterior and the fixed panoramic roof, which really does improved the interior ambiance.

Inside you get special mats, branded tread plates, 'Ebony Windsor' leather and a head-up display (which really should be standard across the range, for safety’s sake, but is largely optional).

Other gimmicks include configurable ambient interior lighting, extra power sockets, the sexy 'Jaguar Activity Key' and the gesture tailgate. Overall, this does look like strikingly good value, if you’re willing to spend that much on a small SUV (it's more than 300mm shorter than an F-Pace, at 4411mm long).

In terms of standard features across all models, the list is reasonable, with classy-looking 17-inch wheels, LED lights, space saver steel spare wheel, air vents for the back seats (an absolute must for those with kids), eight-way adjustable seats, which are cloth at the bottom end, 'All Surface Progress Control' - which sounds Land Rover-like but doesn’t mean you can climb boulders - push-button start, a 10-inch 'Touch Pro' screen, which is lovely but does not offer Apple CarPlay, even as an option, and plenty of safety kit, including lane-keep assist, 'Driver Condition Monitor', Front and Rear Parking Aid and Emergency Brake Assist.

The base E-Pace, with no bling spec at all, starts at $47,750 for the showroom-bait D150 diesel, and rises to $50,150 for the D180 (you get an extra 22kW, up to just 132kW) or the same price for the P250 petrol (with 174kW).

Step up to S spec - which includes 18-inch wheels, approach lights on your door mirrors, leather seats, and 'Navigation Pro' and 'Park Assist', plus a Wi-Fi hot spot - and prices range from $55,200 for the D150 through $57,600 for the D180, $64,020 for the D240 (yet another version of the diesel) and then $57,600 for the P250 and finally the same $64,020 pricing sweet spot will get you an S spec P300, the full-fat petrol model with 221kW.

The SE - stepping up to 19-inch wheels, a powered tailgate, 14-way adjustable seats rather than just 10-way and a Meridian sound system and Adaptive Cruise Control - ranges from $60,020 to $70,265 across the same models, while the (almost) top-line HSE (with lashings of leather and colourful stitching, plus 20-inch wheels and a 12.3-inch Driver Display) starts at $65,590 for the D150 (and honestly, who’s going to go for the top spec with the least-wondrous engine, honestly?) up to $77,493 for the P300.

The final choice, for extra icing on your icing, comes with the R-Dynamic pack, which you can add to your base model, or your S, SE or HSE, for around $4500 a throw, offering a range of $52,550 to $83,733.

In proper European gouge style, there are plenty of options as well, including heated and cooled seats that can cost up to $1870, and leather packages that can cost north of $8000, red brake callipers for $660 and a whopping $430 for a DAB radio, or the panoramic roof for $2160. Even keyless entry can set you back $950.

Not offering CarPlay is a mysterious and annoying omission in a brand-new model, but overall there is value to be found in the range, or you can spend yourself silly if you still want to pay $100K plus for your Jaag, but you want a small SUV.

Engine & trans

Toyota Land Cruiser7/10

The engine specs are familiar if you’ve encountered a Prado in recent years. The motor is a 2.8-litre turbo diesel four-cylinder engine, producing 130kW of power (at 3400rpm) and 450Nm of torque (at 1600-2400rpm). 

In this part of the market, most models are close on horsepower and torque - only the Ford Everest Bi-turbo breaks away from the pack with 157kW and 500Nm.

Weighing up manual vs automatic? In GXL spec you can have the Prado with either a six-speed manual gearbox or a six-speed automatic transmission, as tested here. If you get the manual you miss out on 30Nm, too. 

It has permanent four-wheel drive (4WD), so you could consider it to be all-wheel drive (AWD). What that means is there’s no need to switch to 4x4 mode when you depart the sealed stuff: there’s no 4x2 or 2WD mode. 

Curious about whether the engine has a timing chain or timing belt? The answer is a timing chain.

What about towing capacity and towing specs? The Prado is capable of towing 750kg unbraked, while maximum towing capacity is 3000kg. If you’re thinking how that stacks up vs competitors, it’s there or thereabouts: the Everest and Pajero Sport can both manage 3100kg. 

Love numbers? The gross vehicle mass GVM) for the Prado is 2990kg, and the gross combined mass (GCM) is 5490kg. Its maximum payload, according to Toyota, is 665kg - so keep that in mind if you’re planning to fill all seven seats and also tow a load behind.

While Toyota has made strides in the world of hybrid SUVs in other parts of the market, the Prado has no such variant available in this generation. There’s no electric, LPG, plug-in hybrid or petrol models sold here either.


Jaguar E-Pace8/10

Truly, it is amazing what feats the modern 2.0-litre four-cylinder engine is capable of, and the more expensive choices out of the E-Pace’s five offerings really do perform wonders, particularly considering the weight they have to haul.

There’s slightly less excitement at the bottom end, though, as you’d expect, with the 2.0-litre Ingenium D150 diesel making 110kW at 3500rpm and 380Nm at 1750rpm, and taking a leisurely 10-seconds plus to accelerate from 0-100km/h.

The D180 gets 132kW at 4000rpm, and 420Nm at 1750rpm, and runs 0-100km/h in a still sluggish 9.3  seconds.

The D240 makes 177kW at 4000 rpm and 500Nm at 1500rpm, and is far more fun, with a 0-100km/h time of 7.4 seconds, and plenty of grunt down low.

The two 2.0-litre Ingenium petrol turbo units offer 183kW at 5500rpm and 365Nm for the basic P250, or 221kW at 5500rpm and 400Nm, available between 1500 and 4500rpm, for the top-spec P300, the fastest thing in the range at just 6.4 seconds 0-100km/h.

All E-Paces are fitted with a slick-shifting nine-speed automatic, which makes changing gears manually annoying. Only the R-Dynamic offers shift paddles.

Fuel consumption

Toyota Land Cruiser8/10

Fuel consumption for the Toyota Prado GXL automatic is claimed at 8.0 litres per 100 kilometres. Choose the manual and the consumption claim is 7.9L/100km.

During our on road testing - across urban, highway, and back roads - we saw an impressive diesel fuel economy return of 8.3L/100km at the pump. And there’s not even an eco mode, that’s just how efficient it was.

When it came to dirt road and off road testing, the consumption was a little less impressive, using 12.7L/100km. That may matter to you, or not.  

All told, though, our combined average fuel use of 10.5L/100km over the entire testing period was decent. 

The fuel tank capacity of the Flat Tailgate-equipped Prado is 87 litres - which is still bigger than an Everest or Fortuner (both 80L) or Pajero Sport (68L) - but it loses the 63-litre sub tank. So if you think you want a long range tank, you’re best off getting the standard tailgate design. 

 


Jaguar E-Pace8/10

Obviously, running such small engines is a move aimed at fuel economy, so you’d expect the figures to be good, but imagine if the E-Pace was some 400kg lighter, like an Audi Q3 is, how much better the figures could have been.

Still, a claimed 5.6 litres per 100km for the two base diesels, and 7.7 for the perkier and petrol powered P250 is pretty good going. The top diesel D240 can give you 6.2L/100km and you’d still be pretty happy with an 8.0L/100km return from the P300, if you ever managed such a figure, which we seriously doubt.

We averaged closer to double figures in all the variants we drove (albeit enthusiastically).

The CO2 outputs range from 147g/km for the bottom two diesels, stepping up to 162g/km for the D240 and 174 and 181g/km respectively for the two petrols.

Driving

Toyota Land Cruiser8/10

We drove the Prado GXL on a mix of roads to see what it was like in everyday situations - and there were very few complaints, really - so long as you’re not rocketship acceleration or sports car handling, it’ll tick most of the boxes you need it to. 

It is wider than its ute-based rivals and as a result it feels more planted on the road. That comes down to a wider track than most other rugged off-roaders, which gives a surefooted feel on all surfaces across a range of speeds. 

The Prado’s permanent four-wheel drive ensures confident progress on damp roads, too, and it felt confident for passengers and for the driver, too. 

The Prado’s steering was a bit slow and it felt slightly larger than its rivals negotiating tight streets. But it was manageable and predictable to drive.

 The Prado’s engine didn’t feel punchy, but it did offer honest progress. The Prado weighs a couple of hundred kilograms more than the Fortuner, which runs the same powertrain, and in comparison the Prado feels the extra weight - it never really shoots away from a standstill.

But it is considerably more refined than its stablemate, offering a more agreeable driving experience. Not thrilling, but fine. And the six-speed automatic offered smooth and clever shifts at all speeds on road.  

What about the off road review? Here it is. 

The Prado made it simple to place the wheels right where you want them, no matter how rutted the tracks or slippery the sand. We had no issues with grip from the Dunlop AT20 Grandtrek tyres fitted, either - if you’re spec-curious, they were 265/65/17.

The suspension - comprising double wishbone front suspension and four-link coil spring rear suspension - allowed plenty of wheel travel, and the Prado’s well calibrated off-road traction control system and a permanent four-wheel drive system ensured smooth progress on unsealed roads. It is arguably the best bush-ready 4WD you can buy and drive into the distance from the showroom floor. And there’s a rear diff lock if you think you need it.

Sure it doesn’t have as much torque as a Ford Everest, but the Prado was excellent at delivering its grunt to the dirt effectively - all while feeling easy to drive and direct in its communication with the driver. The engine hardly ever felt stressed, and the auto transmission was effective at all speeds.


Jaguar E-Pace8/10

The good news is there’s plenty of genuine Jaguar in the way the car feels to drive, up to a point.

Through long sweeping bends of the medium to high-speed variety, it is great, fluid fun, with minimal body roll, and properly involving, muscular steering.

You can actually feel you’re in a car that’s related to the hugely enjoyable and tough-feeling F-Type. Turn-in is crisp and involving and the front-end set-up feels as sporty as Jaguar people enthusiastically suggest it will be.

And then you arrive, quite quickly, at a 35km/h-marked corner, throw it in and remember that you’re not sitting with your bum anywhere near the ground, and you are piloting a top-heavy machine that weighs nearly two tonnes.

At this point you will get a mild scare, but even then the Jaguar doesn't really misbehave, it simply puts you back in your box and reminds you that a sports car, this is not.

The E-Pace really is a surprisingly heavy vehicle, though, and while that weight can feel like solidity and premium quality while you’re cruising along, it does dull the driving experience on a twisty road.

With diesel-engined cars weighing “from” 1936kg and petrol-engined versions just slightly less, the E-Pace not only weighs in significantly heavier than competitors like Audi’s Q3 or BMW’s X2, it’s actually heavier than its big brother, the F-Pace, despite being a lot smaller (4731 mm vs 4411mm overall length).

The reason is that, while the F-Pace is made of expensive aluminium, the smaller Jag is built on a more steel-heavy platform, a revised version of the architecture Range Rover’s Evoque sits on.

Jaguar says the E-Pace platform is all-new from the firewall forward, so it can have more Jag-like handling, but the decision to share an older design rather than giving it new, lightweight underpinnings of its own is yet another case of saving on cost to get the price tag down.

As sporty as the performance of the up-spec engines is, it’s interesting to wonder just how much better this car might be if it was shaved of 200kg or even 400kg, of weight.

The fact is the E-Pace is not really about being sporty, it’s about stretching the Jag brand as far as possible. If it feels and looks like a Jaguar, and a lot more people can afford one, then genuine sportiness really won’t matter.

For all that, Jag has genuinely managed to engineer in enough Jaguar DNA, particularly in the steering department, to please customers.

On the downside, the ride is unfortunately jiggly and jarring on our rough and broken Aussie roads, particularly if you spec the larger and more attractive 19-, 20- or 21-inch wheels rather than the more sensible standard 17s. And there is quite a bit of tyre roar on coarse-chip surfaces.

The top-spec diesel is meaty and pleasant to use and manages to sound enthusiastic under strain, only becoming slightly clattery at low throttle openings in traffic.

The only time you really notice it’s an oil-burner, however, is when the start-stop system kicks the engine back into life with a cough and a splutter.

Slip down the diesel engine range, however, and the weight-versus-performance equation becomes more noticeable. The base diesel is a bit of a slug, with a 0-100km/h time on the wrong side of 10 seconds, and seems to pause and take a deep breath each time you apply the throttle, or at the base of a hill. Those using the E-Pace for the school run probably won’t mind.

The top-spec petrol engine is, not surprisingly, the pick of the bunch; willing to rev and genuinely quite remarkable when you consider that it is merely a four-cylinder 2.0-litre unit that’s being asked to haul around more than two tonnes of machine and human.

It’s fair to say that, being the hardest working four-cylinders in show business, they sound like they’re straining at high revs rather than having a good time.

It should also be noted that there is absolutely none of the traditional Jaguar growling or howling to be found in the E-Pace.

Safety

Toyota Land Cruiser7/10

The Toyota Prado has a five-star ANCAP crash test rating - but it was awarded almost a decade ago, with the local safety body having conducted its tests way back in 2011. 

Even so, over the years Toyota has added more safety technology to the Prado, and the GXL automatic has a number of standard items fitted.

They include auto emergency braking (AEB) that works from 10km/h-180km/h with pedestrian detection (that works between 10km/h-80km/h), as well as lane departure warning, a reversing camera, rear parking sensors, and adaptive cruise control.

Missing items at this price point include cyclist detection, active lane keeping assist, blind spot monitoring, rear cross traffic alert, a 360-degree camera and front parking sensors. 

There are seven airbags (dual front, driver’s knee, front side and full-length curtain), and the Prado has two ISOFIX child seat anchors and three top-tether attachments for baby seats.

Where is the Toyota Prado built? Japan is the answer.


Jaguar E-Pace8/10

It seems fair to give extra points to a car that cares about pedestrians, particularly after the autonomous Uber accident, so hats off to the E-Pace for its class-leading pedestrian airbag system, which pops out of the trailing edge of the bonnet to protect slow-moving humans.

Jaguar also combines its blind-spot monitor and its lane-keep assist to come up with something called 'Blind Spot Assist', which will help to prevent you from sideswiping motorcyclists, using flashing lights and corrective steering. Handy. Sadly it's not standard, but it can be had as part of a $1020 'Drive Pack'.

The E-Pace is yet to be crash tested by local authorities, but offers an “optimised body structure” to help it “exceed all safety standards worldwide”.

Six airbags are standard, and there are two ISOFIX points.

In active-safety terms, the E-Pace has Emergency Braking tech, with pedestrian detection, which will first prime the brakes after identifying danger, and then activate them if you don’t.

Ownership

Toyota Land Cruiser7/10

Toyota has a five-year/unlimited kilometre warranty for all of its models. But if you maintain logbook servicing - it doesn’t have to be through Toyota’s network, just so long as you keep the owners manual up to date with the stamps - you will be eligible for an extended drivetrain warranty, out to seven years. That’ll help when it comes to resale value, too.

The Prado also has a capped price servicing plan, but it only spans three years/60,000km. And the service intervals are far more regular than most rivals, at six months/10,000km. 

At least the maintenance is reasonably priced. Per visit you’re looking at $260. But remember, you have to go twice a year for servicing, which means an annual cost of $520. 

There’s no roadside assistance included in the Toyota ownership plan.

If you’re worried about common problems, complaints, issues, engine problems, DPF issues, transmission complaints or any other defects and recalls, you should check out our Toyota Prado problems page.


Jaguar E-Pace7/10

Jaguar's new E-Pace comes with a three-year/100,000km warranty, which is okay, but not quite the full Kia seven-year deal. It does however, include paint and a six-year anti-corrosion warranty.

A servicing plan is available at a cost of $1500 for five years. Service intervals are 12 months/26,000km for diesel engines or 24 months/34,000km for petrol models.