Volvo XC90 VS Toyota Land Cruiser Prado
- Stylish inside and out
- Powerful four-cylinder engine
- Spacious cabin
- Cabin storage could be better
- Quiet exhaust note doesn't match brutish looks
- Touchscreen takes getting used to
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
Does the Volvo XC90 R-Design T6 have what it takes to match other large seven-seat prestige SUVs... or is it even better?
This Volvo XC90 is where it all began for Volvo way back in 2014. Okay, let me rephrase that, it wasn't the beginning of Volvo – that was in 1927. This second-generation XC90 was a kind of new beginning for Volvo because it brought with it the styling and technology rules for the brand's future models. But how does it hold up now?
See, when the new XC90 arrived in Australia in 2015 it wowed us with its large portrait display, advanced safety equipment and 'Hammer of Thor' headlights. Since then, safety and tech has come along way - has the XC90 been left behind?
And while on the topic of reality checks: what's this large seven-seat SUV like to live with – how did it cope with our nightmare car park test?
We tested the XC90 R-Design T6. What the heck does that mean? Well the T6 refers to the engine – it's a four-cylinder petrol – and R-Design is the highest trim level.
A four cylinder… in a giant SUV? Yep, we'll get to that.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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|
The XC90 may have been the first of Volvo's new breed of cars, but it remains exceptional in its styling, refinement, technology and safety. The R-Design trim level makes it the burger with almost the lot in that it still gives you room to option more and doesn't assume you want, say a sunroof, when you might not.
The T6 engine is excellent – powerful, with plenty of torque. All that's missing is a beefy soundtrack to go with this brute of an SUV. A cool alternative to a large SUV from BMW, Benz and Audi.
Would the XC90 R-Design T6 be on your prestige SUV shopping list? Tell us what you think in the comments below.
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.
Can you believe the current Volvo XC90 came into the world in 2014 and still looks this good? Signature elements are the giant grille with its oversized badge, the 'Hammer of Thor' headlights, the unmistakable Volvo tail-lights and the tall profile with enormous windows. Yup, the XC90 is still a futuristic, stylish and elegant-looking brute.
The R-Design trim level enhances the look by adding a gloss-black grille, body-coloured side skirts and bumpers, silver wing mirror caps, aluminium roof rails, a roof-top spoiler, fog lights in the front spoiler, dual tail pipes and the 20-inch alloys you can see in the images.
The modern, minimalist design cabin has also aged well – although the portrait-orientated screen now feels a bit small. I remember writing about how outrageously large it was when it was launched – and then I sat in a Tesla with its mega touchscreen, taking displays to a whole new level.
The R-Design spec makes its presence known in the cabin, too, with the R-Design steering wheel, R-Design Sport pedals and R-Design carpet; it also adds carbon-fibre door inlays and a leather illuminated gearshift knob.
The R-Design trim level also gives buyers two seat trim choices – Nappa leather/Nubuck or Nappa perforated leather. Both are no-cost options and our test car featured the perforated hide.
How big is the XC90? Let's take a look at this seven-seater SUV's dimensions. The XC90 is just less than 5.0m long, more than 2.0m wide (with mirrors) and nearly 1.8m tall.
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.
It's a giant box on wheels, how could be it be impractical? Actually, there are ways it could be more practical, but first the good points.
There's plenty of room. This is one of the few seven-seat SUVs where even at 191cm tall I can sit behind my driving position with space to spare, and then behind that position in the third row with just enough room for my legs. Headroom in the second row is excellent, but the third row is getting tight although my head still isn't touching the roof.
The doors to the second row are large providing a tall and wide opening for easy entry and exit. The third row is a bit tricky to get into, but I haven't met a single seven-seat SUV where entry into the third-row is a breeze.
Even though the XC90 does well to slide and fold its second row (40/20/40 split) forward, I still ended up crawling in on my hands and knees. Older kids will be able to leap in, so put them back there.
The boot is enormous and with the optional air suspension the XC90 can lower itself like an elephant getting down on its knees to make it easier for you to load stuff into the back. Yup, with all seats up you have 314 litres of boot space; with the third row folded flat you'll have a cargo capacity of 1019 litres, and with all of the seats folded (no not the front ones), there's 1868 litres. Those are measured in ISO litres which are different to the VDA litres used by many other car makers.
Storage throughout the cabin is good but could be better. There are two cupholders in the third row, two in the second and another two up front, and while the storage boxes in the armrests in the third row are an excellent idea, the second row just has small door pockets and seat-back cargo nets. It would be good to see drawers under the seats or even a fold out tray from the centre console.
Storage in the front isn't great either – that long sliding panel next to the shifter (you can see it in the images) houses the cupholders, the glove box is also on the smaller side and so is the storage area under that armrest – but it does contain two USB ports. There's one 12-volt power outlet in the second row, another in the boot and a cigarette lighter (or another 12-volt) in the front.
There's four zone climate control – and directional air vents in all three rows.
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.
Price and features
The Volvo XC90 R-Design T6 lists for $104,900, plus on-road costs. The trim level below, with the T6 engine, is the Inscription which lists for $102,900, and the entry-model is the Momentum for $96,900.
So, while nearly $105K might seem like a lot (especially once you add the on-road costs) you can feel comfortable knowing it's actually mighty fine value for money considering the amount of equipment you're given in return.
Coming standard is the 9.0-inch portrait touchscreen and the 12.3-inch digital instrument cluster, a head-up display and sat nav, there's a 10-speaker 330W stereo, Bluetooth and internet connectivity, Apple CarPlay and Android auto, digital radio, 360-degree parking camera, gear shifting paddles, power and heated front seats, four-zone climate control, a pop-out booster child seat in the second row, bending LED headlights, fog lights and a proximity key.
That's along with all the R-Design gear which we covered in the section above and the extensive safety equipment list which we'll cover below.
Our test car was fitted with the $8000 'Premium Package' which brings sunblinds for the rear doors, a Bowers & Wilkins sound system, air suspension, plus tailored dashboard and door trims. The 'Bursting Blue' metallic paint our car wore is a $1900 option.
Worried you're paying too much? Fear not, because relative to most other prestige seven-seat SUVs the XC90 R-Design T6 is at the more affordable end of the pricing spectrum.
Audi's Q7 3.0TDI Quattro lists for $106,900, Mercedes-Benz's GLS 350d is $118,729, while the Land Rover Discovery TD6 HSE manages to undercut it at $103,000.
It's interesting to note that while the XC90 T6 has a petrol engine, those rivals are diesels. Audi doesn't make a petrol Q7, Land Rover does make petrol Discoveries but only sell diesel ones in Australia, and as for a Benz GLS petrol there's only one - the GLS 500 and that lists for $165,129, which is $60K higher than our Volvo XC90.
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.
Engine & trans
You may have noticed in the images that our test car wears a tiny blue square on its tailgate. This is the badge of Volvo's Polestar performance tuning division. All R-Design XC90s come with the 'Polestar Optimisation' package which increases the T6's power output from 235kW to 246kW and its torque from 400Nm to 440Nm.
The Polestar Optimisation package also recalibrates the XC90's throttle response and increases the shifting speed of the eight-speed automatic.
Acceleration from 0-100km/h according to Volvo is 6.4 seconds which is a tenth of a second quicker than an 'un-Polestar-optimised' T6 - say in the Inscription T6 or Momentum T6.
The XC90 R-Design T6 is all-wheel drive and for the five of you out there who will ask, including my father in-law – it's a Haldex 'Generation 5' system.
My bet is the same people will also want to know its braked towing capacity: 2400kg.
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.
Volvo says the T6 four-cylinder turbo- and supercharged petrol engine with its eight-speed auto should use 8.5L/100km over a combination of open and urban roads – this goes for the Polestar Optimised T6, too.
We measured our test car's fuel economy at the petrol pump and calculated that after 246km of mainly suburban and city running we were using 14.3L/100km. The trip computer reported a slightly higher figure of 14.5L/100km.
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.
At 5.0m long, 2.0m wide and nearly 1.8m tall the XC90 R-Design T6 is big, but in comparison to other large SUVs it's one of the easiest to drive.
The images in this review were taken at the top of an eight-storey carpark: it's a good place to take photos of my review cars and at the same time test pilot them through probably the worst-designed car park you'll encounter.
Narrow ramps and tight turns are not really ideal conditions for a large SUV but the great visibility through the XC90's big windows, the excellent field of vision offered by the wing mirrors, the light steering and smooth throttle response made climbing to the summit pretty simple.
The flat, broad bonnet helps with being able to see exactly how much room you have between the concrete pylon and an insurance claim, too. Other large SUVs with curvaceous lines and noses that dip away from sight will have you sitting up like a meerkat trying to see how much room you have.
A four-cylinder petrol engine may seem small for such a large SUV but the T6 is outstanding – it's efficient and impressively powerful. Not once did I feel like it was lacking in grunt, but there were many times I wished the exhaust note sounded beefier.
Our car had the optional air suspension which for the most part turned out a composed and comfortable ride, although being fitted with fairly low profile tyres on large wheels (Continental ContiSport Contact5 275/45 R20) meant when the road surface turned bad the ride suffered.
And these aren't even the largest wheels. The R-Design T6 comes with no-cost option 22-inch wheels – they look good, but you'd be wise to try them before you buy.
The touchscreen will take some getting used to – I kept discovering more hidden 'pages' and functions the more I swiped around it.
A serenely quiet cabin, comfortable seats with uber-stylish surrounds, a commanding driving position and not being in just another German SUV made the experience even more special.
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.
If this was Family Feud and the question was: 'Name a type of car that's safe? I'd bet the answer would be 'Volvo' every time. I'd also wonder if Volvo had paid for the question to be asked on the show.
Anyway, the reputation is justified and the brand continues to pioneer life-saving technology and equip its cars with the latest safety gear.
What's just as noble is how Volvo applies the full range of safety systems to all grades of XC90 – so even the base grade Momentum T6 comes with the same safety features as the R-Design T6.
This includes AEB which Volvo says is active from four km/h and can brake effectively to avoid a collision with a pedestrian at up to 45km/h. At speeds higher than 45km/h but below 70km/h the collision is mitigated.
According to Volvo the system will also detect cyclists and if one swerves into the path of the car, the XC 90 can reduced its speed by up to 50km/h. As for other cars, the XC90 can brake to avoid a collision if the speed difference between the cars is less than 30km/h.
The XC90 is also equipped with adaptive cruise control with stop and go function, lane keeping assistance, blind spot warning, rear cross traffic alert with AEB that works while reversing.
A run-off mitigation feature also brakes and uses evasive steering to pull the car back into its lane if the vehicle accidentally starts to veer off the road.
The XC90 is fitted with front airbags, side airbags, driver knee airbag, plus second and third row inflatable curtains.
For child and baby seats you'll find two ISOFIX mounts and three top tether points across the second row – there aren't any in the third row.
The XC90 R-Design T6 has a space saver spare located under the boot floor.
Chinese company Geely own Volvo, but the XC90s that are sold in Australia are made in Sweden.
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.
The XC90 is covered by Volvo's three-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12months – whichever comes first.
There are two service programs offered for the XC90. There's the 'SmartCare' plan which costs $2225 for three years/45,000km; $3500 for four years/60,000km and $4230 for five years/75,000km. Then there's the 'SmartCare Plus' plan which costs $3050 for three years/45,000km; $5350 for four years/60,000km and $6540 for five years/75,000km.
It would be good to see Volvo offer capped price servicing, which doesn't need to be purchased as an additional piece of coverage.
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.