Toyota Prado vs Infiniti QX80

What's the difference?

Toyota has at last brought the Prado kicking and screaming into the 21st century.

Real improvements in design, tech, comfort and capability have changed what was consistently regarded as a solid off-road tourer and family conveyance into something much better.

This new-generation Prado is the best iteration of this vehicle: roomy and refined, well equipped, nice to drive, and now with a welcome increase in towing capacity, but it is underpowered for something so bulky.

Ultimately it feels like a missed opportunity – Toyota had a chance to rattle the cage with a real game-changer of a vehicle, but the Prado just isn’t that at all and, while it's good, it's not great as we’d all hoped.

The petrol-only QX80, really a Y62 Patrol with shedloads of bling, is a curious beast; a big, bold status-boosting premium SUV, which is much better suited to the US and Middle East markets than ours. However, it has a real premium feel, is very smooth to drive and the exterior and interior changes have improved what has so far been a divisive model for a brand with a small but growing fanbase here. Infiniti sold 83 of the previous QX80 in 2017 and is hoping to move 100 of these new ones in 2018; they have their work cut out for them, but if brand confidence is worth a few sales, who knows, they might even top the ton.

The new Prado is 4990mm long (with a 2850mm wheelbase), 1980mm wide, 1935mm high, and it has a kerb weight of 2520kg. The wheel tracks are 1664mm at the front, and 1668mm at the rear.

As mentioned the Prado now sits on the same platform as the 300 Series so this is not an insubstantial vehicle.

It now has a distinctive chunky, almost straight up and down, old-school look whereas before the Prado carried softer lines.

The heritage square grille is big as is everything else onboard: with bulky wing mirrors, side steps, wheel arches and tyres adding to the vehicle’s wide, squat stance. 

The Prado has rectangular LED headlights in Australia, whereas other markets have the option of the round retro-style lights on their 250 Series.

Overall, the Prado looks even better in the metal than it does in the photos that Toyota fans have been salivating over for so long.

Even with its styling changes and a new fresh all-encompassing look and feel the cabin of the Prado remains comfortably familiar. If you’ve ever spent any length of time in a LandCruiser then you know what I’m talking about.

Build quality is tremendous, fit and finish impressive, the seats are suitably supportive and the Prado’s cabin is an easy space in which to quickly become comfortable.

The bulk of the facelifted QX80’s design changes have been to the exterior and include, most noticeably, new LED headlights with a redesigned, sleeker but more aggressive front end than its predecessor’s softer, more rounded curves.

The new QX80’s bonnet is 20mm higher than before and has been extended 90mm; the side steps have been stretched 20mm wider, and the power tailgate has been re-designed to include sharper, thinner, rear LED taillights and the bumper is visually wider.

The whole body has a higher visual centre of gravity, with this latest raft of design shifts giving the SUV a taller, broader, wider and more angular overall appearance.

The interior includes a bigger, chunkier redesigned centre and rear console and those aforementioned premium touches, such as leather-wrapped heated steering wheel, updated upholstery-stitching, semi-aniline quilted leather patterning on door panels and seats, as well as its stainless-steel sill plates, all add to the premium feel.

The QX80 looks better than it did but, as the previous one was pretty hard on the eyes, the 2018 version may still polarise opinion.

The new Prado has some nice touches over and above the standard features fit-out of lower grades, such as a colour head-up display, digital rear-view mirror, heated steering wheel, power-adjustable steering column, heating and ventilation (front seats), eight-way power-adjustable driver seat and four-way power-adjustable for the front passenger, and genuine leather-accented upholstery throughout.

It also has a deep refrigerated centre console, 14-speaker JBL sound system and a sunroof.

The 12.3-inch multimedia touchscreen dominates the layout upfront and is easy enough to operate, though I did have strife getting Apple CarPlay to work off my phone but the cause was my dodgy old charge cord. 

Speaking of charges, there are six USB-C ports (but no USB-A) in the cabin, and a wireless charger in front of the auto shifter.

There is a 12V DC socket (upfront) and a 220V/100W socket in the rear cargo area.

The second row is a 60:40 split-fold configuration and passengers there have access to aircon controls and directional vents as well as charge points.

Cargo space in the rear is listed as 954L with all seats in use, and 1895L if the second row is folded down. But the rear cargo area is compromised in its packability because of the raised floor (it’s lifted to house the 48-volt V-Active system’s battery) and also the bulky wheel-arch housings. This cargo area is a narrow, shallow space.

The load limit for the raised floor is labelled as 60kg.

There are cupholders at the rear (atop the wheel arch housings), which are leftovers from the three-row layout.

The rear cargo area has a 220V/100W socket, four tie-down points, and a sliding cover to conceal anything that’s left in the back.

There is some very shallow underfloor storage space under the rubber matting.

The rear space can be accessed from outside the vehicle through a window that is operated via a button on the rear door, or the whole rear door can be opened (it swings out from left to right) and locked in place.

The Prado has an underslung full-size spare.

The QX80 is a big unit – 5340mm long (with a 3075mm wheelbase), 2265mm wide and 1945mm high – and, when you’re seated inside it, it feels like Infiniti designers and engineers must have worked hard to maximise the space afforded them for driver and passengers without seeming to have sacrificed any style or comfort.

And that big open space inside the cabin is easy to get comfortable in. There are soft-touch surfaces everywhere – door panels, arm rests, centre-console edging – and the seats are unsurprisingly soft and supportive but tend towards slippery when there are quick changes in speed or direction, or when tackling steep downhills off-road. (It was fun to watch front-seat passengers slip-slide around inside during the 4WD loop)

If you’re up-front you’re well catered for; big glovebox; overhead sunglasses storage; the centre console now has a roomy smartphone storage area; the twin cupholders have been upsized to cop two 1.3-litre cups with handles (up from one 1.3-litre cup and a 950ml container); the USB port has been moved to the other side of the centre console so it’s easier to get to; the storage area under the front passenger arm-rest is now a 5.4-litre compartment, able to hold up to three upright 1.0-litre bottles or tablet devices.

There are nine cupholders and two bottle-holders in total in the QX80.

There’s a sunroof if you get the urge for natural light from above.

Second-row passengers now get 8.0-inch entertainment screens (up from 7.0-inch) and two additional USB ports.

The tip-up second row seats are easy enough to operate and the third row is power 60/40 split-fold-to-flat and reclining.

The QX80 is available with both seven- and eight-seat configurations, with the back seat in a two- or three-seat formation.

There is a 12V outlet in the cargo area.

Pricing has not changed: there is one model and it still costs $110,900 before on-roads and that price does not include paint other than the standard Black Obsidian; metallic paint is $1500 extra. Changes over and above the previous model’s standard features list include 22-inch 18-spoke forged alloy wheels (up from 20-inch), Infiniti’s InTouch 8.0-inch colour touchscreen (up from 7.0-inch), new Espresso Burl coloured trim, new chrome finishes all-round, updated upholstery-stitching everywhere, quilted leather patterning on seats, new headlights, LED foglights and more. There is no Apple CarPlay or Android Auto.

The 250 Series Prado has 2.8-litre four-cylinder diesel engine – producing 150kW and 500Nm – with Toyota’s 48-volt V-Active technology. 

V-Active technology comprises a motor generator, 48-Volt battery and DC/DC converter which enables a stop/start system and this set-up is “designed to offer … improvements in driveability, performance, fuel efficiency and noise, vibration and harshness (NVH) compared with the standard 2.8-litre turbo-diesel engine”, Toyota reckons.

The 48-volt V-Active technology essentially amounts to a stop-start system aimed at reducing fuel consumption, but it doesn’t add anything in terms of performance.

What’s more, it takes up space in the engine bay and the system’s 48V lithium battery weighs 7.6kg, so the total weight of the system – between 30-35kg, as estimated by Toyota – has to be taken into account when you’re aiming to load within the Prado’s 580kg payload.

It has an eight-speed automatic transmission and a full-time dual-range four-wheel-drive system. 

This engine and auto arrangement is generally impressive – smooth, with plenty of torque across a wide rev range. It does, however, feel underpowered and it needs extra encouragement (heavy right boot) to get off the mark – but it otherwise yields a controlled and refined driving experience, especially on the open road at highway speeds.

The previous generation’s 5.6-litre V8 petrol engine (298kW@5800rpm and 560Nm@4000rpm) remains, as does the seven-speed automatic transmission with adaptive shift control. It also has Infiniti’s all-mode 4WD system, which offers Auto, 4WD High and 4WD Low settings and it has terrain appropriate modes (sand, snow, rocks) able to be dialled in.

The Toyota LandCruiser Prado has an official fuel consumption of 7.6L/100km (on a combined cycle).

I recorded 10.4L/100km on this test. I did a lot of high- and low-range 4WDing and the Prado was never working hard.

The Prado has a 110L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 1057km from a full tank. 

It has a 17.4-litre AdBlue tank.

The QX80 is claimed to use 14.8L/100km. We reckon that fuel-consumption figure is very optimistic and if QX80 owners are partial to towing boats – as Infiniti reckons they are – or if they tackle some 4WDing, then that figure is going to climb much higher quite swiftly.

Previous generations of Prado were never atrocious on road, but there was always substantial body roll, it was a bit floaty and it was one of those four-wheel drive wagons that, on sealed surfaces, tended to feel like a couch on wheels.

That’s no longer the case because this new-generation Prado is well controlled, well composed in all scenarios and it really is nice to drive – even when you move from bitumen onto a dirt track and you can still keep up a fair bit of speed.

On the new chassis the Prado feels settled, nicely controlled and that well-weighted steering has an even balance to it, especially when things become a little bit lumpy and bumpy here and there. 

And most of that ol’ Prado body roll that was evident in previous iterations has been ironed out.

Past generations of Prados weren't ordinary in the off-road department, not by a long shot. And this new Prado has improved on the proven formula of those previous generations: from its mechanical foundations, plenty of low-down torque through to its selectable driving modes (rock, sand, mud), the Prado is well equipped to tackle pretty much any off-road circumstance you can conjure with your over-active imagination. 

Now, with the added bonus of new and improved suspension and a sway bar disconnect system, those factors have bolstered the vehicle skill-set that's already there.

There is plenty of driver visibility through the cabin to the front, to the sides and to the rear. So you can see everything. But as well as that, you also have the valuable addition of new driver-assist technology, including the multi terrain monitor camera system to make sure you can scrutinise any sight lines that you may not be able to see naturally from the driver's. 

The steering feels sharp, it's well weighted and balanced and with a longer wheelbase on this chassis the Prado’s body always feels controlled and composed on fast dirt roads or through low-speed four-wheel-driving situations. 

The eight-speed automatic transmission is very clever and works well in conjunction with the aforementioned selectable driving modes, which tweak engine output, transmission response and throttle control. 

The Altitude is the most off-road-focused of the line-up and to that end it has a centre diff lock, rear diff lock and swaybar disconnect system – and all those elements add up to a nice bonus for a vehicle that has always been a decent off-road tourer. 

So it has plenty going for it, but it’s not all good news though. 

Toyota reckons it's V-Active system is aimed at fuel consumption but it also helps to produce a little more torque in off-road situations during which you may need extra torque. 

But I've seen no real discernible difference in terms of performance, at those low speeds coming from that unit. It may be so seamless that you don't notice it at all, but I've only noticed that the Prado has performed as it should with that engine and that transmission on board. 

I can't credit any improvements in performance to that 48 volt unit that's now on board. 

The Prado is compromised by ground clearance and off-road angles that are more suited to a city-friendly vehicle than a purpose-built off-road vehicle. 

Having said that, ground clearance is fairly standard for a large four-wheel-drive wagon – it sits at a listed 221mm off the dirt, which is satisfactory – and it has a wading depth of about 700mm. 

The off-road angles of approach (32 degrees) and departure (17 degrees) are also standard for this class and size of vehicle, although especially in this Altitude, the departure angle has been somewhat compromised because of the underslung tyre and the addition of optional accessories (towing kit etc) on this text vehicle.

The Prado’s ramp-over angle is not listed but this new-generation Prado, with its longer 300 Series-size wheelbase, likely offers about 21 degrees.

The underbody does at times feel quite low and vulnerable to hitting the ground, even though underbody protection is quite substantial.

It's Toyo Tires Open Country A/T (all-terrain) tyres (265/70R18 116H) are perfectly fine for most off-road scenarios, but you can always do more and go further with a set of better, more aggressive all-terrain tyres, especially some light-truck construction rubber. 

It's bulky sidesteps, while handy for getting in and out of the vehicle itself, can also be considered vulnerable to damage – and are prone to rubbing against rocks through tight rutted climbs, that sort of thing.

But those aspects aren't deal-breakers, and a lot of the Prado’s shortcomings – ground clearance, off-road angles, tyres – can be easily resolved with a visit to Australia's aftermarket industry.

And despite those minor niggles I did have a lot of fun driving this Prado.

For those looking to use their Prado as a towing platform, the good news is it can now legally tow the segment standard maximum of 3500kg (braked) (up from the previous generation's 3000kg) and it has a pre-wired and integrated towbar.

Payload is listed as 580kg, GVM is 3100kg, and GCM is 6600kg.

In the world of luxury SUVs big is king and this thing is definitely on the chunky side of big, but it doesn’t often feel too cumbersome for its own good, or too bulky to steer in and out of Melbourne’s bustling morning traffic with precision.

During this event, we did a fair chunk of driving – highway, country roads, gravel roads and a decent bit of 4WDing – and, surprise, surprise, it did pretty well, especially when things of this ilk usually exhibit the ride and handling of an old poorly-sprung couch on wheels.

It did, however, feel top-heavy at times and revealed substantial body-roll when pushed around corners at speed or even during some sections of slow, bouncy off-roading, so I’d be reluctant to experience what it would be like without hydraulic body motion control. However, we were willing to forgive it any rocking-and-rolling when that healthy V8 growl kicked in as we gave it the boot.

The 22-inch tyre-and-wheel combination is not the way I’d go if I was going to use the QX80 for any off-road forays but, having said that, we did fine on them, at road tyre pressures, over a decent off-road loop.
It has 246mm of ground clearance and 24.2 (approach), 24.5 (departure) and 23.6 (ramp-over) angles.

The QX80 has coil springs all-round and it was only ever caught out when it thumped through a couple of surprise potholes along a dirt road.

This Infiniti model has a claimed tare mass of 2783kg, but you wouldn’t have known it was that many kegs because it powered up steep and slippery bush tracks, through deep muddy ruts, over greasy rocks and through a few knee-deep mud holes with ease. It was as easy as pulling up, switching your terrain modes and dialling in your setting: 4WD High, 4WD Low or Auto. It has a locking rear diff and very capable hill descent control, which we tested on a few rather steep sections of track.

It’s nice to see vehicle manufacturers unafraid to put their off-roaders, even their pricey luxury ones, through a decent off-road loop at launch because it shows they have confidence in its capabilities.

The QX80 has a maximum braked towing capacity is 3500kg and 750kg (unbraked).

The QX80 does not have an ANCAP safety rating. Safety tech as standard includes blind spot warning, intelligent parking system, forward emergency braking, lane departure prevention (incorporating lane departure warning), distance control assist and predictive forward collision warning, Infiniti/Patrol intelligent rear view mirror (which can display video from a camera mounted in the upper rear windshield) and more. It has two ISOFIX points in the second-row seats.

The Prado is covered by Toyota’s five year/unlimited km warranty.

Servicing is scheduled for every six months or 10,000km and, under Toyota’s capped-price servicing, each of the first 10 services costs $390.

The 48-volt battery set-up is covered by a five year/unlimited km warranty. 

It has a four year /100,00km warranty. Service intervals are scheduled at 12 months/10,000km. The total cost for three years is $1346.11 (GST included).