Toyota Prado vs Porsche Cayenne

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.

Of all the super SUVs I've piloted, the Porsche Cayenne Turbo GT is the best all-rounder in terms of performance, comfort, cabin technology and style.

As a family car it's roomy, practical and easy to use and drive daily.

As a performance car the Turbo GT is stupidly quick, with the agility of a sports car. Sure, a 911 would leave it behind on a twisty race track, but this SUV is close to having that sportscar experience and keeping your family, as well.

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.

This might be a personal thing but to me nearly all Porsches look better from the back than the front.

It's the wide stance and powerful haunches, the hunkered down suction-capped-to-the-road look that does it for me and the Cayenne Turbo GT, despite being an SUV, passes this important Porsche checklist item.

The GT aero kit only serves to make this SUV look more of a beast, and the gold-bronze looking satin Neodyne wheels are a Porsche theme that I've not always been a fan of, but I get the historic connection.

If only the Turbo GT could look a little less like other Cayennes from the front. This is the king of the SUV range and despite the apron and bumper already being exclusive to this model, there should be more.

Vents in the wheel arches, carbon bonnet with nostrils GT3-style perhaps? Or is that going too far? If you do want something more lairy then there's always the Urus.

The Cayenne Turbo GT's cabin is stunning in its plushness and modern surprises such as the passenger display, the hoodless instrument digital cluster, the lashings of Race-Tex upholstery everywhere. It's perfectly Porsche. High-performance meets high-end.

It's also highly practical. Let's talk about that.

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 Porsche Cayenne Turbo GT only makes one compromise on practicality and that's the removal of the middle seat in the back, which, with just two kids isn't used all the time but on average we might need it once a week for school mates and cousins.

Instead of a middle seat there is a shallow tray, which will fit a phone or in our case leaves and rocks found at the park.

So, yes, the Turbo GT is a four-seater only, but this is a spacious, large SUV with good head and legroom, wide-opening doors for easy entry and exit, and air suspension which can raise and lower the height for easy access.

Storage is excellent with enormous door pockets in the front and back and there are four cupholders.

There's a wireless phone charger in the front and two USB-C ports as well, plus two USB-C sockets in the back.

Four-zone climate control means the kids in the back can set their own temperatures. They also have heated seats.

I was disappointed to see there aren't sunshades for the rear windows - pretty vital in Australia where it feels like we're only about 50 metres away from the sun.

The Turbo GT's 576-litre boot just managed to fit our pram and a week's shopping, which is our minimum standard for living. Any more space is a bonus.

The Turbo GT is the king of Cayennes, so it shouldn't surprise anybody that it's also the most expensive with its list price of $364,700.

Lamborghini's Urus lists for $409,744  and is the Cayenne Turbo GT's not-so-subtle Italian cousin, sharing the same platform and engine.

Both are in my mind the best performance SUVs on the planet. It just depends how conspicuous you want to be.

Then there's Bentley's V8 Bentayga which isn't blessed with the Porsche's good looks but would still be all over the Cayenne if the two happened to meet at a race track.

So, why is the GT Turbo the king of the Cayennes? What makes it better? For all the reasons you'd think - it's the fastest, most powerful, most luxurious and most equipped Cayenne in the range.

We'll get into mind-bending engine and performance specs soon, but first let me take you through the standard features on a car that's anything but standard.

Coming standard and exclusively to the Turbo GT are 22-inch 'GT Design' wheels in satin 'Neodyne' with full-colour Porsche centre caps, an active rear spoiler, Turbo GT front apron, dual titanium exhaust, rear apron with diffuser, 'SportDesign' side skirts, wheel arch extensions, a lightweight carbon roof and tinted LED HD-matrix headlights.

Inside, and also exclusive to this grade, is the 'GT Interior Package' with 'Race-Tex' upholstery throughout with 'Deep Sea Blue' stitching on the front seats and centre console and the armrests and dashboard.

There's also the 'Carbon Interior Package' which includes dashboard and door trim elements.

Race-Tex trim is applied to the 'GT Sports' steering wheel, roof lining and gearshift, too.

The adaptive active air suspension, which can lower the car by 15mm, is standard and only available on the Turbo GT, too.

The soft-close doors are standard (a cost option on lower grades), as are the stainless steel pedal covers.

The rest of the features are also found on lower grades and include the 12.65-inch digital instrument cluster, head-up display, proximity unlocking, 12.3-inch multimedia touchscreen with sat nav, wireless Apple CarPlay and Android Auto, digital radio, a 10-speaker Bose sound system, heated front seats, rear privacy glass and an auto tailgate.

Four-zone climate control is standard on the GT Turbo, too, and so are heated rear seats.

Our car had several options fitted such as the front passenger display ($2860) and the Deep Sea Blue Accent Package.

The passenger display is a crowd pleaser, but as a family car my kids felt like they were missing screens in the back seats, too. Well, in my day...

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.

As a middle-aged parent with two children, a Porsche that I don't have to crawl into and out of like a cubby house is a great thing.

What's even better is that this ‘easy access' Porsche is every bit as brutally powerful and fast as the quintessentially ‘pure' Porsche, the 911. Actually, it's more powerful and faster.

The Turbo GT's twin-turbo 4.0-litre V8 petrol engine makes 485kW and 850Nm with drive going through an eight-speed transmission to all four wheels.

In comparison, a Porsche 911 GT3 RS, arguably the most brutal and anti-social 911, has 386kW/485Nm.

I haven't made a mistake. Those are the real numbers. And it's only when you step on the accelerator in the Cayenne Turbo GT, and it feels like somebody's sat down on your chest, that you realise what a big deal this is.

That is such a colossal amount of oomph that this 2.2-tonne family SUV can accelerate from 0-100km/h in 3.3 seconds.

The 911 GT3 RS can do it in 3.2 and it has a roll cage and a fixed rear wing the size of a bedroom door.

And yes, we're now coming into a digital age where Teslas and other electric SUVs are quick, too, but can they go around corners like a Porsche Cayenne Turbo GT?

Do they have the same rumble and roar as a twin-turbo V8 that's terrifying and enticing at the same time.

The correct answer is, absolutely not.

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.

Seriously? This is a 2.0-tonne twin-turbo petrol V8 with a 90-litre fuel tank. Even the Porsche specs sheet doesn't understand the question because in the column for fuel efficiency there are three letters - tbc.

My own testing saw me record 22.5 L/100km at the fuel pump, which means I enjoyed driving the car very much.

A little digging around reveals Porsche globally claims the Turbo GT will use 12.6L/100km, over a combination of open and urban roads.

You might not have as much fun as I did but easing back a little might get you closer to the 700km of range this more frugal consumption figure appears to offer.

While efficient it isn't, I'm not going to mark the Turbo GT too much here because compared to its petrol rivals the fuel consumption is what I'd expect from such a high-output heavy SUV.

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.

Never have I met a car this powerful and superbly athletic that is as pleasurable to drive alone on great, fast roads as it is to pilot at 50km/h in the suburbs with a family on board.

It exceeds my understanding of engineering that something this large can move so quickly. That in an instant can turn and tip into a corner with such precision and effortlessness.

Yet it can switch seamlessly and happily to coping with speed bumps and potholes, delivering a ride so comfortable it'll send babies off to sleep. And it did.

The only issue, and this is such a tiny thing, is the dash-mounted gearshift, which means having to reach up and select Drive or Reverse or Park, which, when executing a three-point turn, is necessarily frustrating.

Still, I'm giving the Turbo GT a 10 out of 10 for driving under all conditions, and we didn't even go off-road, which of course you can do, as long as it's not too wild.

The Porsche Cayenne Turbo GT hasn't been locally crash tested and so doesn't have an ANCAP rating.

That's quite normal for super high-end cars. But, when this third-generation model first arrived in 2017 it was tested by ANCAP's European equivalent, Euro NCAP, and was awarded the maximum five stars.

There's AEB which operates at city, urban and highway speeds, and lane keeping assistance, and lane change assistance which is a form of blind-spot warning, and adaptive cruise control. You can option rear cross-traffic alert, as well.

A space saver spare wheel is under the boot floor.

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. 

The Cayenne Turbo GT is covered by Porsche's three-year, unlimited kilometre warranty, which is lagging behind in terms of duration even compared to other luxury brands such as Mercedes-Benz, which offers five years.

Servicing is recommended annually or every 15,000km, although there isn't a capped price maintenance plan with final costs determined at the dealer level (in line with variable labour rates by state or territory).