2023 Ford Everest v Toyota Prado Comparison
2023 Ford Everest v Toyota Prado Comparison
Australian-developed off-road wagon goes head to head with the nation’s top-selling large SUV 👉 Full Comparison Test: https://www.carsales.com.au/editorial…
The fourth-generation 2023 Toyota Prado may well date back more than 13 years, but it remains Australia’s most popular large SUV.
Meantime the second-generation 2023 Ford Everest is practically brand-new, designed and engineered in Australia, and the Prado’s most serious challenger to date.
Does the aged but popular Prado still deserve its crown? We lined up the flagship versions of both seven-seat off-road 4x4 wagons to find out.
Fast Forward
00:00 Intro
00:37 Pricing and specs
02:55 Everest interior review
04:41 Prado interior review
06:00 Infotainment \u0026 safety
06:24 Passenger space
07:38 Luggage space
08:35 Everest road test
10:00 Prado road test
10:56 Fuel economy
11:30 Service and warranty
11:44 Verdict
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Content
0 -> It's the comparison test
we've all been waiting for,
6.12 -> and the question we're asking is pretty simple.
Can the new Ford Everest knock the Toyota Prado
12.72 -> off its perch as Australia's best large 4x4
wagon? Let's compare the pair and find out.
37.02 -> The second generation Aussie designed and
developed Everest is again based on a modified
41.58 -> version of the Ranger ute's ladder frame chassis.
It also comes bristling with tech and equipment.
47.52 -> The Prado also has a ladder frame as its base.
It's a design that's been around since 2009
54.06 -> although there've been a couple of pretty hefty
updates along the way. For this comparison,
59.4 -> we've lined up the top spec Everest Platinum and
Prado Kakadu. We're talking more than $80,000 on
65.7 -> the road for the Ford and more than $90,000
for the Toyota. Before we go any further we
71.94 -> should explain this comparison is focused on city,
suburban and country driving with a bit of gravel
78.3 -> thrown in. The sort of stuff most of us do most of
the time. We're not engaging low range or towing
86.1 -> a van. Those crucial aspects of their capability
deserve their own detailed analysis. In line with
93.24 -> this positioning the Ford has been blinged out
with plenty of chrome and 21 inch alloy wheels,
98.58 -> the largest ever offered with Everest. The
Prado's not quite as Hollywood. The Kakadu
104.22 -> gets unique 19 inch alloy wheels and it's
the only Prado with a moon roof. Our test
109.86 -> car also came with a flat tailgate that
shifts the spare wheel under the floor
114.24 -> where it replaces the sub fuel tank. That's not
great news if you wanna head seriously Outback.
122.82 -> One of the big Everest stories is under the bonnet
where you'll find a three liter V6 turbo diesel
131.04 -> with class leading torque. The Prado's 2.8 liter
four cylinder turbo diesel gives up both power
137.82 -> and torque to the Everest but claims better fuel
consumption. The Everest comes with a 10 speed
144.24 -> automatic transmission and a set and forget 4x4
system that can choose whether to drive two or
150.36 -> four wheels. The Prado has permanent 4x4 and
a six speed auto. That all might sound a bit
156.3 -> old hat but it does get proper semi-manual
shifting at the lever and via paddles. The
162.18 -> Everest just has these fiddly shift buttons on
the side of this clumsy gear knob. These two big
176.46 -> screens are the real attention getters when you
get in the Platinum Everest but everything else
183.54 -> is pretty dark. Even this contrasting trim
is pretty much melding in with the leather.
190.44 -> It all kind of detracts from the luxury sell. The
quilted leather seats are large, supportive and
196.62 -> stylish, but they don't feel to have all that much
cushion in the base. Manually adjustable reach and
201.9 -> rake steering helps make the driver comfortable.
The Everest apes the top spec ranges in getting a
206.88 -> double glove box, that's probably the highlight of
the storage story. There's plenty of places to put
211.92 -> things but nowhere unexpected. The Platinum is the
only Everest to come with this full fat 12.4 inch
219.3 -> digital instrument cluster which means you get a
permanent tacho, so good thing. But it's not that
225.12 -> configurable, you can't put different skins on it
or rearrange the dials, anything like that. The
230.58 -> 12 inch touchscreen is huge, obviously. So it
means that sat-nav maps are very easy to read.
238.56 -> Not so easy to read are these air con controls
further down. Connecting Apple CarPlay can be
245.1 -> quite a convoluted process but once up and running
it works well. If you dial up some music, the 12
250.8 -> speaker Bang & Olufsen sound system can really
crank it out. The resolution of the Everest's big
256.68 -> touchscreen is absolutely excellent, but I reckon
it's positioned slightly too low and it could also
262.8 -> be angled slightly towards the driver as well,
just to help when you have a quick glance at it.
268.44 -> The Everest is a big vehicle, so it's
360 degree camera and front and rear
273 -> sensors help with parking as does the active
parking system. Look, ma, no hands or feet.
280.8 -> The Prado feels like you sit more on it than
in it when you jump into the driver's seat,
285.48 -> less cave-like than the Everest, there's
more light and shade to the trim.
292.14 -> The Prado ups the Everest with a
power adjustable steering column,
295.32 -> but the driver's seat lacks size and support. At
least the seat cushion feels more substantial.
302.04 -> The Prado doesn't have as many storage options
as the Everest, but there is a cool box to keep
307.02 -> your drinks icy on the road. The Prado retains
a simple white on black instrument panel so
313.92 -> tacho, speedo, round dials, white needles, very
simple. But there is a digital readout in the
321.06 -> center between the dials that includes things
like a trip computer and a digital speedo, which
327.12 -> is very handy. The Prado shows its age with this
nine inch touchscreen. The basics are here, but
332.7 -> it's clumsy to navigate. Unlike the Everest there
is no wireless smartphone charging or connection.
339.24 -> The resolution of the screen can't match the
Everest, but you still do get a variety of
344.52 -> camera views, including overhead, forward and
down each side. The Prado matches the Everest
351.96 -> front and rear parking sensors but it doesn't
have the same sophisticated parking talents.
357.42 -> You've got to do it yourself. Both cars come
with a pretty comprehensive infotainment and
362.7 -> tech equipment list but at this money no head-up
display is a disappointing omission. Both cars
369.24 -> have the driver assist basics covered but overall
the Everest has a much more modern inventory.
373.74 -> It has enough well tuned assistance to proceed
hands-free along a freeway, sitting in the center
379.02 -> of its lane and adjusting itself to different
speed limits. It's impressive. Despite being
384.66 -> longer than its predecessor, the new Ford Everest
is not that generous in terms of leg room in the
391.02 -> middle row of seats, even with the seat base slid
all the way back. By contrast, elbow room is fine
398.88 -> and headroom is generous. There's aircon vents
and basic controls back here, as well as seat
405.84 -> heating and storage options that include these
pop-out cup holders in the dropdown armrest.
411.48 -> The Prado clearly has better leg room for adults
in the rear seat than the Everest. It also has a
417.42 -> seat base that slides through a decent range.
Elbow room and head room across both vehicles
424.44 -> is roughly the same. Prado's rear seat features
are also superior to the Everest. There's this
430.98 -> dropdown video screen as well as tri-zone climate
controls. Storage is about even between the two.
438.54 -> And, yes, for my sins, I did try row three in
both. It's for the kids back here, especially in
444.42 -> the Everest. The Prado ekes out more room because
the middle row can be comfortably moved further
449.46 -> forward. Both third rows are powered. There
are cup holders and air vents for passengers,
453.72 -> and crucially, curtain airbags do stretch this far
back. The upside of the Everest's reduced space in
461.46 -> its third row is a bigger boot. By contrast, the
Prado has virtually no luggage room behind the
467.28 -> third row of seats, but as they fold the Prado
does catch up. The Prado has a security blind to
474.42 -> cover luggage when row three is folded but when
it's removed there's nowhere under the floor
478.68 -> to store it. The Prado also gets a 220 volt plug
in the boot. The Everest is pretty basic when it
484.8 -> comes to boot features. There is a small storage
bin offered under the floor. Okay, so that's how
491.16 -> they stack up standing still. Now let's get the
Everest and Prado moving and see what we find.
515.22 -> The Everest instantly feels more
connected to drive. Its steering
519.48 -> is more direct and its V6 engine has more urge.
525.9 -> Having said that, the engine is not going
to blow you away. There's occasionally a bit
530.1 -> of lag down low and with 2.5 tons to haul, it's
literally weighed down in its responses. But gee,
536.16 -> it's quiet and smooth. At first taste you could
think you are in a petrol V6, not a diesel.
542.7 -> Ford has set the Everest Platinum with a bit of
compliance in the suspension, so there's some
547.38 -> body roll and motion in the corners. Maybe not
quite as tied down as I expect the Ford to be.
554.4 -> Nor does the ride feel especially well resolved.
On big undulations it tends to softly pogo,
560.4 -> while the constant small imperfections familiar
to Aussie roads are transmitted into the cabin. It
566.46 -> simply isn't as nicely tuned as we expected it to
be. Having also driven the Everest Sport though,
571.98 -> with a less aggressive tire, it's clear
the ride does seem to be more settled
576.54 -> and it's also a very good viewing platform.
Those big windows do help spot other tucked
582.3 -> away traffic. No problem when it comes to
the Everest being a quiet place to ride.
587.34 -> Ford's done a great job quelling
all types of noise into the cabin.
600.48 -> The Prado is a simple proposition to drive. It
just feels like it's been hewn from solid. It's
608.76 -> actually lighter than the Everest, but it's still
slower and less responsive to throttle inputs. The
613.38 -> auto is also more obvious in its changes, although
it's making less of them. The Prado's air spring
619.38 -> suspension is driver adaptable through multiple
modes, but you never lose the feeling this is a
626.76 -> top-heavy vehicle with ponderous road manners.
The Prado does a better job than the Everest
633.3 -> of dealing with minor road imperfections, but it
struggles to shield passengers from the big hits.
639.36 -> The Prado is not as quiet as the Everest on
the move. The engine works harder and makes
646.68 -> itself known. Like the Everest, the Prado has big
windows and it towers over the road. If anything,
653.64 -> it's a better viewing platform than the Ford.
The Prado backs up its claims by being more
659.1 -> fuel efficient in the real world. On a set 80
kilometer loop encompassing a wide variety of
664.8 -> country and city driving, it reported a 10.2 liter
100 kilometer average versus 12 liters per 100
671.4 -> kilometers for the Everest. In the end, neither
of these vehicles were a wow to drive on our test
676.92 -> loop. Height and weight don't help. On the open
road the Everest felt in need of fine tuning,
682.32 -> and the Prado felt a bit unsophisticated. In
town, their sheer size was a constant factor.
690.84 -> Both Ford and Toyota have really improved
their customer offer in recent years with
695.64 -> longer warranties and good value capped price
servicing. The deal breaker could be the Toyota's
701.4 -> shorter service intervals. Driving the Ford
Everest and Toyota Prado primarily on city,
707.16 -> suburban and country bitumen is a great reminder
what great off-roaders they are. There a better
713.28 -> big all-wheel drive wagon choices out there
for commuting and daily driving. But this is
717.96 -> a head-to-head test and there has to be a winner.
And you know what? It's not entirely clear-cut.
723.96 -> The Prado is old but still very competent.
The Everest, at least in this Platinum guise,
729.6 -> isn't quite as convincing as I expected it to be,
but it still wins this comparison test. It has a
737.52 -> significant price advantage, a compelling safety
story and overall, drives that bit better. But
744.48 -> I reckon the guys and girls at Ford still have
some work to do on the Everest, some refining.
749.64 -> And they need to do it because there's a new
Prado not that far away. Thanks for watching.
756.06 -> Please like and subscribe for more videos and
let us know what you think in the comments below.
Source: https://www.youtube.com/watch?v=OTwHoc1WTcw