New 2024 Toyota Prado v Ford Everest: SPEC BATTLE!

How does Ford’s reigning Car of the Year provisionally stack up against the hugely hyped fifth-generation Toyota Prado? Let’s go to the spec sheets and find out

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It’s been some 14 years, but finally the fifth-generation Toyota Prado is heaving into view… and this time around it’s got some stiff opposition to overcome to keep its place in the hearts and minds of large SUV-loving Aussies.

Not due to land until next year, first impressions are positive, with a bold, sharp yet evocative design language striking the right chord with a brace of increasingly emboldened buyers.

Based on the same ladder-frame platform that underpins the hugely popular 300 Series LandCruiser, the Prado will back up its boxy visage with proven diesel powertrain tech, mixed in with fuel-saving hybrid technology.

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The recently-revealed 2024 Toyota LandCruiser Prado

But the new Prado has been a long time coming, and its rivals haven’t been hanging about.

Launched last year to great fanfare, Ford’s put more than a little bit of effort into its new T6.2 Ranger/Everest pairing, which are now sold in more than 20 markets around the world.

In fact, Wheels rated the Everest so highly that it took the coveted 2023 Car of the Year trophy back to Broadmeadows.

Does the Prado have what it takes to not only hang onto its loyal army of current owners, but to knock the Everest off its perch as the pick of the 4x4 SUV circus troupe?



At 4914mm long, up to 2015mm wide and 1842mm high depending on variant and the Everest is 50mm longer than the previous model, and a whisker shorter, wider and lower than the new Prado.

Measuring 4925mm long, 1980mm wide and 1870mm tall, the new Prado is 100mm longer, 95mm wider and 20mm taller than the outgoing car.

When it comes to wheelbase measurements, the new Prado’s TNGA-F platform measures 2850mm between the wheels; it’s the same as the current LandCruiser L300 and 60mm longer than its predecessor.

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The Everest is a lick longer at 2900mm long; it’s a vital stat when it comes to interior room as well as on-road manners.

Details like the boot space capacity of the new Prado have yet to be released, but it will need to compete with the Everest’s 898-litre capacity with its third row of seats stowed and 259 when all three rows are in use.

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Chassis and towing

Given that it’s being dubbed the LandCruiser 250 in overseas markets, and that it’s based upon the same chassis as the L300, the new Prado was always going to present with a formidable set of off-road chops.

The Prado runs high-mount double-wishbone front suspension and a four-link rigid axle with lateral control arms at the rear.

It will have a full-time all-wheel drive system with a low-range transfer case and a locking centre differential, as well as an electronic locking rear differential and front a sway-bar disconnect system.

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Unlike the hydraulically actuated KDSS, the new system allows stabiliser-bar disconnection on demand via a button in the cabin. This should make for excellent wheel articulation without sacrificing roadholding.

Electric power steering replaces the hydraulic system to increase steering feel, too.

Compare this to the Everest, which also uses a separate ladder chassis to which the body is mounted. Independent front suspension features double wishbones and coil springs, while a live axle suspended on coils and a multi-link set-up out back uses a Watts link to keep the rear axle in check.

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US specs suggest that the Prado is likely to be offered with 3500kg braked towing capacity

While it uses traction control linked to multiple driver modes in combination with its electro-mechanically operated diffs in its full-time 4x4 variant, the Everest eschews all other forms of electron-powered trickery in its suspension system.

The Ambiente, Trend and Sport-model Everests can be bought as 4x2 vehicles, while all are offered as 4x4.

Towing capacity for the new Toyota Prado is yet to be confirmed, but US specs suggest that the Prado is likely to be offered with 3500kg braked towing capacity for the first time ever, jumping by 500kg and matching the Everest’s towing figure.

Similarly, gross combined mass figures for the new Prado aren’t available, which of course would reveal its potential payload capability.

It’s a fair bet, however, that the new Prado will weigh a fair bit more than the current car, which comes in at a claimed 2350kg kerb weight, giving it a 640kg payload. Expect a similar payload figure for the new car, despite an expected 150-200kg jump in weight.

The Everest was praised highly by our COTY judges for its towing technology, and its GCM of 6250kg across the entire range nets it a payload of 741kg.

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For the 2024 Toyota Prado, mild hybrid assistance will be added to Toyota’s familiar 150kW/500Nm 2.8-litre four-cylinder diesel motor.

There's also a small electric motor mounted between the motor and new eight-speed gearbox supplemented by a 48-volt battery and a stop/start system to net an estimated 10 per cent fuel saving.

The Everest, meanwhile, comes with the choice of a 154kW/500Nm twin-turbo 2.0-litre four-cylinder diesel engine or a 184kW/600Nm V6 turbo diesel.

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The Ambient and Trend models come with the four-cylinder bi-turbo diesel engine only, while the Sport is offered with a choice of either a four-cylinder or the V6, and the Platinum only comes with the V6 diesel engine.

Despite being several decades old in origin, the V6 gives the Everest a real point of difference over the Prado, which is unlikely to benefit from any other drivetrain in its model life.

One spec that many prospective buyers will be awaiting is the fuel tank capacity of the new Toyota Prado. If, as is predicted, the Prado’s full-size spare wheel moves from the tailgate to the underside of the rear bumper, it’ll likely mean the end of the Prado’s 63-litre sub-tank option – and the demise of its 150-litre fuel capacity.

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Interior and cabin design

Toyota has gone all in on the new Prado, presenting a sharp, rugged and confident interior that’s not overly dominated by a massive screen up front.

Though the Prado will likely adopt a digital dash across the range, traditional analogue controls still feature strongly, with more than a nod to the LandCruiser’s storied past in the bulky, squared-off steering wheel with its prominent type-written badge.

In fact, the explosion of buttons across the dash and centre console is prolific by modern standards. Not only are all the climate controls easily accessible, drive modes can be accessed by both button and dial, while the overseas model pictured even sports an HDMI port along with a brace of USB-C outlets.

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2023 Ford Everest cabin

The extra width of the new Prado is evident in the huge centre bin and console layout, while a traditional gear selector is retained.

The more classically styled Everest relies heavily on a massive vertical screen to provide access for many onboard systems, though it too has retained sufficient traditional dials to sate the traditionalists.

Not so traditional is its rocker-action gear actuator, which is very much a love-it-or-hate-it proposition.

Given its previous spec and its positioning in the Toyotas SUV range, the Prado is likely to offer seven seats as standard fitment, matching the layout of the Everest.

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Reveal photo for 2024 Toyota LandCruiser Prado cabin


Prices for the 2024 Toyota Prado are yet to be confirmed, but it’s likely that there will be an increase across the board given the expected rise in equipment levels and the addition of a hybridised powertrain.

Currently, the Everest undercuts the Prado right across the range, even though the latter is an older vehicle at heart. When comparing like with like, the Ambiente 4WD costs $58,290 plus on-road costs, compared with the Prado GX at $62,830 plus ORC.

A richer variant mix for the Everest offers buyers more options; in our view, the Sport variant provides a great mix of spec and value, particularly in its 2.0-litre twin-turbo guise. Buyers have voted with their wallets, though, with the V6 Sport one of the strongest-selling Everest variants to date.

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Expect Toyota to largely mirror the current four-strong Prado variant mix, though it’s reasonable to expect that a sporty GR will feature within the range at some stage in the model’s lifecycle.

Prices will definitely come under pressure, as well. Though specs haven’t been revealed for Australia, the 2024 Toyota Prado is likely to be available only in diesel hybrid form, despite the presence of petrol-powered hybrid drivetrains in the Toyota family. This will instantly add a minimum of $2500 to $3000 to the current price.

As well, the Prado is likely to present with an organically increased MSRP, given its move to a new platform, the addition of new tech and the general state of the automotive world.

How much will the 2024 Toyota Prado cost? We expect to hear more about final specs and pricing later in 2023, ahead of its launch in the first quarter of 2024.

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