Nissan Patrol vs Toyota Prado

What's the difference?

With the next-gen Y63 still around 18 months away, should you take the plunge with the MY25 Patrol?

The changes Nissan has made are worthwhile for those who cannot wait, or want a formidable, spacious and extremely off-road capable family SUV offering the gross delights of a sublime V8. There’s nothing like it for the money, so if you want one, go for it.

There's still a place for a Patrol V8, then, and probably will continue to be for many old-school 4WDers long after the Y63 finally lands. 

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Toyota LandCruiser Prado GX showcases a massive improvement to the handling and styling of this popular 4WD. The base grade doesn't pretend it's anything other than entry-level but there is still enough charm and character here to satisfy a family long term. I also like the new technology.

So, has it been worth the wait? Yeah, I reckon it has but I hope we don’t have to wait another 15 years until we see something new!

Except for a new red colour replacing the (gaudy) champagne hue, spotting the MY25 Patrol from the outside is impossible – except that the Warrior swaps out silver side steps for black-painted ones.

Otherwise, it’s the same as all Y62s since the facelift late last decade, which did a fine job updating a neat design we first saw all the way back in 2010.

For the record, the Patrol’s main dimensions come in at 5175mm (length), 1995mm (width), 1940mm (height) and 3075mm (wheelbase). The corresponding LandCruiser 300 clocks in at 4980mm, 1980mm, 1955mm and 2850mm, respectively, making the ageing Nissan larger, surprisingly.

So, along with presence, good looks and great proportions, the Y62 delivers impressive packaging. Let’s check that out.

When you compare the new Prado to its predecessor in terms of design it's chalk and cheese.

'Blocky' feels like an appropriate descriptor for its new shape but the retro elements help it avoid looking boxy. The car's LandCruiser roots are proudly showcased in the old-school style grille, triple LED headlights and narrowed body panelling. Gone are its softly curving wheel arches and rear-mounted spare wheel. It's a good looking 4WD.

If the outgoing model was considered the smaller child of the full-size LandCruiser 300 this is more like a teenage offspring.

Heading inside is a reminder that you're in a Toyota base grade as there are a lot of plasticky surfaces, including the steering wheel.

However, everything looks well built and there are no rattles. It helps that all the places you regularly lean on, like the middle console and armrests are soft to touch.

There is a military vibe going on with the design aesthetic and again, the word blocky comes to mind when you look at the almost vertical dashboard and chunky accent panels housing the climate control and air vents.

It looks a smidge basic at times but it's a pleasing cabin to spend any length of time in and that's commendable.

Nothing dated last year’s Y62 Patrol more than its dashboard, which – for RHD markets like Australia – stuck with the original version introduced back in the early 2010s.

It wasn’t just the ancient buttons and controls and embarrassing lack of modern-day tech like Apple CarPlay/Android Auto and wireless chargers, either.

Nissan persisted with awful glossy fake-wood trim and other chintzy materials that would seem over the top for Liberace.

Not that many buyers cared anyway, because there’s space aplenty inside, including ample width and height. That an eight-seater (in 2+3+3 configuration) exists is testament to that.

Our only concern, apart from the ugly old steering wheel that returns for one last outing (we hope), is that the body-hugging driver’s seat does not slide back far enough for taller people, so beware of that.

Beyond the more contemporary trim, scanning the updated dash for the first time, you’ll notice only the centre stack and instrumentation cluster have changed.

Dominating everything is a 12.3-inch touchscreen, which is easy enough to operate, housing the usual multi-angle camera views, multimedia, Bluetooth telephony and vehicle settings functions. Note, though, that no digital radio is fitted.

We’re pleased Nissan resisted the urge to abandon the lovely old analogue instrument dials, and instead elected to put a slightly-larger TFT screen in-between for all sorts of operational data, including trip computer and off-road driving info, highlighting the Patrol’s dual function.

To that end, the 4WD high/low knob has been relocated to make room for the touchscreen’s remote buttons, which are a great idea as they encourage eyes on the road to discourage dangerous distraction. Are you listening, Chinese carmakers?

But fundamentally, the Y62 MY25 remains the same as before. So, perched up higher than most SUVs for lofty views all around, the seats are sumptuous, the driving position is fine, plenty of storage is provided and there are no qualms over the climate-control system – front or rear.

That sense of isolation from the outside world is palpable, as is the at-times busy and bumpy ride. We’ll get to that further down.

Meanwhile, second-row comfort is sufficient, with roof-level air vents (that also stretch out to the third row), a couple of USB ports, cupholders, lighting and other amenities.  

Access to the third row is made simple via a tug on a lever, resulting in the spring-loaded base tipping forward as the backrest folds down, to provide easy walk-through to the two or three-person bench that awaits.

Ours was the latter, yet the backrests recline more than expected, making it a tolerable place for adults to endure during relatively short trips. Kids-only then long-term, but vents are also provided.

Further back, there's even a decent amount of space behind the erected backrests for luggage and that sort of thing. The capacity as stated is 467 litres, ballooning to 1413L in five-seater mode.

Finally, a full-sized spare wheel is located beneath the boot floor, and is accessed from underneath the Patrol.

The cabin of the new Prado delivers simple practicality. As it's a base grade, you don't get luxurious features like heated seats but you do get a functional space which will work for lots of families. Whether it's the all-weather floor mats, ample head- and legroom or easy-to-use technology.

Each row enjoys lots of space and despite it appearing narrow inside, you don't jostle your neighbour's elbow. The tightly woven and speckled fabric upholstery looks more durable than the predecessors velour-like trim.

Seat comfort is excellent in both rows due to the thick padding and side bolsters. The manual front seats are easy to set to a comfy position and while they lack adjustable lumbar support you won't be fatigued on a long journey.

Amenities are decent for a base grade with each row enjoying a couple of cupholders, drink holders, USB-C ports and a single 12-volt socket.

The front gets a third USB-C port for media access and an HDMI port. There's a 220-volt domestic outlet in the boot for larger appliance charging. The front row gets dual-zone climate control.

Individual storage is what you'd expect with a glove box that can hold an owner's manual and some tissues, a large middle console and a dedicated phone cradle.

You miss out on any 'clever' storage, though, like a sunglasses holder, drivers' knee cubby or shelving in the dashboard.

In the rear the storage burden is shouldered by two seatback map pockets and small storage bins.

My eight-year old enjoyed the back seat and the low window sills afford him a great view. Access is easy due to the side steps and multiple grab handles. You might still be helping in young children, though.

The boot is the biggest change as the side-hinged door has been replaced by a top-hinged tailgate. This is far more practical for car parks and small garages but you now notice the lack of powered assistance. The rear lid isn't particularly heavy but can be cumbersome to open when you have your hands full.

The boot offers a large 954L storage capacity behind the second row, expanding to a generous 1895 litres with all seats folded. But the level loading space has been raised to accommodate the 48-volt battery. This just means you'll need more lifting power to get bigger items in and out.

The updated 12.3-inch multimedia display looks great and the touchscreen is super responsive. Worth noting it runs the Lexus operating system which means menus are logically laid out and it's easy to use.

The 7.0-inch digital instrument cluster offers plenty of customisations and the information is easy to read. The wireless Apple CarPlay and Android Auto are easy to connect to but you have built-in sat nav should you need it.

There are five grades available for the Toyota Prado and with the new design comes slightly higher price tags across the line-up. We're family testing the base GX grade which slides in at $72,500, before on-road costs.

This price tag positions it as the most expensive compared to its 4WD base-spec rivals, the Ford Everest Ambiente which sits at $59,240 (MSRP) and the Isuzu MU-X LS-M at $54,400 (MSRP).

The GX comes with a solid features list which includes much-needed updated technology by way of a 12.3-inch multimedia system (running the Lexus operating system), a 7.0-inch digital instrument panel, and five USB-C ports, two 12-volt sockets, a 220-volt domestic plug and, curiously, an HDMI port up front. Audio is a 10-speaker system.

Multimedia features built satellite navigation as well as wireless Apple CarPlay and Android Auto. There's a 'Toyota Connected Services' app, where you can remotely access safety and security features as well as driving data. A one-year subscription to the app is included.

Practical items include fabric upholstery, all-weather floor mats, a full-size spare wheel, a towing kit, rain sensing wipers, dusk sensing LED headlights and keyless entry/start.

Here’s one of the Y62’s greatest strengths – a delightful 5552cc 5.6-litre quad-cam V8 dubbed 'VK56VD' in Nissan-speak, delivering 298kW of power at 5800rpm and 560Nm of torque at 4000rpm.

It offers a power-to-weight ratio of around 103kW/tonne in the heaviest Patrol, the Warrior, and no rival anywhere apart from the Defender V8 can match it for aural pleasure. 

No manual gearbox is available, meaning a seven-speed torque-converter automatic with a manual mode is your lot. It sends torque to either the rear wheels or all four wheels via an electronic 4WD transfer case, offering 2WD, 4WD High and 4WD Low range modes.

Also aiding off-road capabilities are a limited-slip differential, an electronic rear diff lock and hill descent control.

Towing capacity is rated at 3500kg with a braked trailer and 750kg unbraked.

All new Prado grades share the same four-wheel drive set-up as the previous model but features a more efficient version of its 2.8-litre, four-cylinder turbo-diesel engine matched with an eight-speed automatic transmission.

The efficiency gain comes courtesy of a 48-volt mild-hybrid system that assists with acceleration.

The engine produces up to 150kW of power and 500Nm of torque and that now supports a 3.5-tonne braked towing capacity!

The new Prado has high- and low-range gearing, a rear diff lock and three different drive modes to suit most off-road occasions. All in all, it still has all of the capability you love and expect from a Prado.

Like all Y62s, the MY25 version insists on drinking from the premium unleaded petrol bowser. But here’s an anomaly. Behind the filler flap is a sticker that says “SUPER 98 OCTANE IS RECOMMENDED”. Hmm.

Oof. That’s a lot of expensive fuel to satiate the 140-litre tank.

With an official average of 14.4L/100km on the combined cycle – for a carbon dioxide emissions rating of an abysmal 334 grams/km – that translates to over 970km of range. For the record, 11.0L/100km and 20.2L/100km are the highway and city figures.

Our trip computer said 17.4L/100km on our trip from outer-suburban Melbourne to beautiful Torquay in Victoria, via a few rural roads that allowed us to test the Patrol at speed. And that was before hitting the off-road tracks…

For such a large SUV, the Prado has a low combined cycle (urban/extra-urban) fuel consumption figure of 7.6L/100km and based on its 110-litre tank, theoretical driving range is around 1450km. Which is great for a family car, especially one you can take off-road and do big trips in.

After doing one longer road trip and lots of urban diving my average popped out at 8.5L/100km. Which is pretty darn good for a big SUV and equates to real-world range of close to 1300km.

How does all the Patrol’s old-school tech feel in 2025?

Still pretty capable off the beaten track, that’s for sure. Just like the first did nearly 75 years ago, thanks to body-on-frame construction.

The Y62 also features lockable low-range gearing, hill-descent control, independent double-wishbones, long-travel coil sprung suspension and – if you go for the Warrior, which to reiterate is our favourite of the bunch – useful extra ground clearance, wider tracks and even better approach and departure angles.

The upshot of all this is very impressive 4WD abilities, with the Patrol easily scrambling between the rocky terrain, through the deep potholes, over the muddy plains and across the deep waterways of the off-road facility Nissan took us to during the launch, without getting jammed up or bogged down.

This is what the Y62 was designed to do and – the Warrior in particular – still shines bright.

So much for the off-road. On road, the Patrol is starting to feel its age, despite that glorious V8.

Let’s start with the good stuff first. The engine provides instant and punchy performance right up through the rev range, ensconced in a doona of smoothness to boot and – particularly in the Warrior – a stereophonic soundtrack to even wake up the dinosaurs that fuel it.

But the Y62 is a proper 4WD, and it does struggle a bit as an on-road dynamic machine.

The steering's very light and easy to use in tight manoeuvres, but
it's somewhat devoid of feel for the driver. Around faster corners, it is a little bit roly poly – especially the non-Warrior grades, since the latter’s suspension mods make it feel more tied-down and tauter.

Also, all Patrols come with a lumpy ride over anything but smooth roads, which must be partly down to the knobbly tyres, though the LandCruiser GXL 300 Series I drove to the launch in felt like a magic carpet in comparison.

Obviously, this shouldn't come as any surprise to anyone who has ever followed the Y62’s career over the past 15 years, and few SUVs can match the majesty of sitting up so high, particularly in the Warrior, with a sense of invincibility. We’ve been reminded why the Patrol remains so popular

That, combined with that V8 brute force and the creamy refinement that oozes out of it, is a unique pleasure. If your wallet can stand its prodigious thirst, few vehicles would feel as grand doing a lap of Australia. Especially at the Patrol’s price point.

I was just in the Prado’s luxury Lexus GX 550 cousin, which takes the crown for the smoothest 4WD I’ve driven lately but the GX is managing to nip at its coat tails because it has lost the truckiness of its predecessor.

The turbo-diesel engine manages to rumble nicely without any shudders to the frame. Power is delivered without fuss and there is a deep well of performance to dip into when you need it.

The steering is far more responsive than the predecessor's but doesn’t feel heavy or stiff, which I like. Coupled with its narrow frame and 12m turning circle, it’s an easy SUV to drive in the city.

The transmission feels more willing and shifts through its gears smoothly. The suspension is not as soft as it used to be but I like road feedback as a driver and you never wince when you go over a bump. So I wouldn't call it too stiff, either.

There is a bit of cabin noise from the engine and road at higher speeds but it’s very quiet around town. Even when seated in the back, you’re not jostled in corners and I’m surprised by how well it corners as there's not much roll.

Visibility is excellent with the wide windows and high seating position. None of the pillars get in the way from my driving position, either.

The Prado is stupidly easy to park with a very clear 360-degree view camera system, as well as front and rear parking sensors. It’s pretty easy to get a sense of where the car starts and ends which is handy in a small car park.

It looks good but is it safe? With a maximum five-star ANCAP safety rating from testing done in 2024 and nine airbags, it's looking positive!

It performed highly across its individual assessment scores achieving an 85 per cent for adult protection, 89 per cent for child protection, 84 per cent for vulnerable road users and 82 per cent for its safety assist systems.

Just because it's a base grade doesn't mean it misses out on the big-ticket items, either.

Standard safety equipment includes forward collision warning, rear cross-traffic alert, emergency call functionality, blind-spot monitoring, lane keeping aid, lane departure warning, occupant detection, driver monitoring, intelligent seatbelt reminders, a 360-degree view camera and front/rear parking sensors.

The new Prado has autonomous emergency braking with car, pedestrian, cyclist, motorcyclist and junction turning assist which is operational from 5.0 to 180km/h.

The rear row has two ISOFIX child seat mounts and three top tether anchor points.

Yep, thanks to Nissan’s leading warranty, the MY25 Patrol, as with all the brand’s models, will have the standard five-year/unlimited kilometre warranty and roadside assistance bumped up to 10 years and 300,000km – but only if you service it at a Nissan dealer.

Plus, you only pay $499 per service for the first five years, which represents a $645 saving compared to last year. Nobody currently does this better.

Toyota offers the new Prado with a five-year unlimited km warranty which is pretty basic nowadays but you can extend it up to seven years if you schedule on time and through a Toyota service centre, which is more competitive.

There is a five-year capped price servicing program for $390 a pop which is great but service intervals are annoyingly spaced at every six months or 10,000km, whichever occurs first. This won't be the best selling point for some.