Luxury 4×4 Comparison: Land Rover Discovery v Ford Everest v Toyota Prado v Jeep Grand Cherokee
Luxury off-roaders are nothing new, but we’re witnessing a new breed of limousines incorporating rock-hopping ability.
Not that you’re likely to see Bentleys and top-end Range Rovers charging into the scrub.
For that there are plenty of more traditional offerings, something that inspired our adventure to the West Australian coast and outback.
That and the arrival of the all-new Land Rover Discovery, a car that’s been part of the off-road scene for a quarter of a century but one that has upped its luxury credentials big time.
The latest fifth-generation model is a swoopier, curvier departure from the blocky design that’s made the Disco a family favourite.
Despite the softer physique, it’s claimed to be more capable than ever, embracing everything Australia can launch at it.
To keep it honest we’ve assembled a multi-national trio of rivals.
From America is Jeep’s iconic Grand Cherokee, ready for battle in its most off-road-focused Trailhawk trim.
From Japan is the ever-popular Toyota Prado, featured in top-of-the-range Kakadu guise.
And, while it’s produced in Thailand, Ford’s Everest has a distinctively Aussie twang having been designed and engineered locally – in some ways the closest thing to an Australian car now that manufacturing has been shuttered.
So, which of the luxury off-roaders best straddles city and bush best?
FORD EVEREST
It doesn’t take long behind the wheel to learn that the Everest - tested here as the top-spec Titanium - is a highly accomplished device.
Not only does it track along country roads comfortably at 110km/h, but it eloquently transforms into a highly capable off-roader with minimal fuss.
Indeed, the beauty of the Everest is the way it deals with those two extremes, ably disposing of washouts and dips yet trudging through soft sand or over craggy rocks.
The extensive local development work – which builds on the bones of the Ranger ute - has paid off, delivering a car that gets the job done with a no-fuss attitude.
Without adjustable suspension – the only car here not to allow driver-selected changes to height – it’s a set-and-forget machine as its pre-programmed terrain modes only tailor throttle and electronics to varying conditions. It’s a shame the Rock mode is only available once you select low range, but the regular modes – with only a locking rear differential – deliver decent traction.
Helpings its cause is the 18-inch wheel and tyre combination from the more affordable Trend.
While the 20s that were formerly the default choice for the Titanium look the business, they were not as well suited to more challenging terrain. The ability to choose smaller hoops – complete with suspension and stability control systems tailored to them – is great, although it’d be even better if the $74,701 asking price came down slightly to reflect the lesser option.
While that price is towards the lower end of the cars we’ve assembled here, it’s reflected in the list of standard gear. Auto braking, for example, isn’t available.
Then there’s the 3.2-litre five-cylinder engine, a trusty motor but one that lacks the pizzazz of the Discovery and Grand Cherokee.
While it suits the gruff character of the Ranger ute – which shares its core with the Everest – the turbo diesel is comparatively noisy in this company, even with active noise cancelling.
Points are won back with the excellent throttle response, something that makes slow-speed off-roading easy to judge while delivering hearty enthusiasm on the open road.
2017 FORD EVEREST TITANIUM Price and Specifications
Price: $74,701, plus on-road costs
Engines: 3.2-litre 5-cylinder turbo diesel
Power: 143kW at 3000rpm
Torque: 470Nm at 1750-2500rpm
Transmission: 6-speed auto, four-wheel drive
Fuel use: 8.5L/100km, diesel
JEEP GRAND CHEROKEE
It’s been a rough few years for Jeep, but the quintessential off-road brand is embarking on a resurgence that began with the Trailhawk, the most off-road focused of the Grand Cherokee lineup.
At its core is the familiar five-seat Grand Cherokee, but the “Trail-rated” badges signify its readiness to adventure well beyond the blacktop.
The adjustable height air suspension raises to 260mm in its highest setting and it’s paired to an excellent all-wheel drive system that teams with a locking rear diff for superb traction.
There’s also extra underbody protection and dual red tow hooks up front.
But there are oversights, such as the lack of a rear tow hook and the spare tyre that doesn’t match the Goodyears on the car, just in case you punch through the rugged Kevlar reinforcement.
And there are some quirks to the Selec-Terrain system; the air suspension, for example, doesn’t always maintain its highest height.
While it’s comfortable and well behaved on a country cruise, rough roads highlight the shortcomings of the suspension tuning, which deals inelegantly with corrugations and struggles to control the suspension rebound over large dips, especially with a load on board.
The suspension, too, can’t match the articulation of others, kicking a wheel (or two) in the air on choppy tracks.
Granted, that’s only an issue in extreme conditions, something the Trailhawk otherwise copes admirably with.
And elsewhere, the Trailhawk wins back marks. Its 3.0-litre V6 is the most powerful of these contenders and it matches nicely to the eight-speed auto.
Even with that grunt it’s more economical than the Ford and Toyota, partly because it’s relatively light due to its comparatively compact body.
The Trailhawk is a relative bargain in this company, too. At $74,000 it undercuts the other three but gets plush leather and suede trim as well as smart key entry and handy extras such as tyre pressure monitoring.
It would be nice if auto braking – standard only on the Disco – didn’t cost extra.
2017 JEEP GRAND CHEROKEE TRAILHAWK Price and Specifications
Price: $74,000, plus on-road costs
Engines: 3.0-litre V6 turbo diesel
Power: 184kW at 4000rpm
Torque: 570Nm at 2000rpm
Transmission: 8-speed auto, four-wheel drive
Fuel use: 7.5L/100km, diesel
LAND ROVER DISCOVERY
Choice is a large part of the Discovery sales pitch, one that is now more focused on comfort and luxury.
As well as five trims levels, there are three engines, each of which can be mixed and matched, something that sees the price range stretch from about $70K to well over double that.
For this test we’ve aimed somewhere near the middle, pairing the more powerful of the 2.0-litre four-cylinder turbo diesels with the leather-clad cabin of the HSE.
The cabin is a rich assortment of quality trims, metal touches and digital displays.
And there’s space aplenty courtesy of a broad body and adult-friendly third row (albeit lacking air vents all the way aft), something that gives the rear its portly proportions.
The 177kW/500Nm engine is punchy, helped by a relatively lightweight aluminium body and a smooth, intuitive eight-speed automatic.
It’s also impressively efficient, with an official fuel figure of 6.5L/100km. Most will struggle to hit the target but the sub-10L/100km we achieved in often challenging conditions was the most frugal of our quartet.
Utilising its Range Rover Sport architecture, the Discovery gets independent suspension riding on air instead of springs.
The advanced setup is quiet yet confident, and by far the most comfortable companion to while away (big) miles. Indeed the Disco is in another class for on-road refinement and comfort.
Raise the air suspension and the Disco assumes a new demeanour. It has the most ground clearance (283mm) and the ability to ford deeper water (900mm), part of an extensive off-road armoury that flows through to solid underbody protection.
There are chinks in that armour; the tow points require separate eyes to be screwed into the body, and the front one first needs the removal of an aerodynamic fascia.
Clearly Land Rover is hoping the Discovery doesn’t get stuck.
And, indeed, its excellent (optional) Terrain Response system and clever (optional) electronic active differentials make for superb progress.
Despite concerns about their sporty low profile, the 20-inch tyres fended off repeated punishment across sand, sharp rocks and high speed gravel. They may not be our first choice, but their resistance to punctures reassured us that they’re not as fragile as similarly-sized tyres fitted to previous Discoverys.
A glance at the price tag might dissuade some from engaging in such dusty frivolity: $96,950 for the seven-seat model tested. It’s a big whack.
And those raw numbers don’t tell the full story.
Despite arriving with the largest sticker, the Discovery is not spectacularly equipped, with some key features – digital radio and heated seats for example – part of an extensive options list that can easily add tens of thousands to the price. Features such as blind spot warning – standard on the Ford and Toyota – are also relegated to the options list.
To be fair, the broad range allows owners to mix and match a lesser four-cylinder diesel or a V6 with any of five trim grades.
But whichever way you cut it, the Disco is luxury to the extreme – at a price.
2017 LAND ROVER DISCOVERY SD4 HSE 7-seat Price and Specifications
Price: $96,950, plus on-road costs
Engines: 2.0-litre 4-cylinder turbo diesel
Power: 177kW at 4000rpm
Torque: 500Nm at 1500rpm
Transmission: 8-speed auto, four-wheel drive
Fuel use: 6.5L/100km, diesel
TOYOTA PRADO
Tough and dependable. That’s a sizeable chunk of the sales pitch with Toyota’s trusty Prado.
It’s embedded in its DNA, which focuses on honesty rather than excitement.
On-road it’s the least convincing of these contenders, with slow steering and a lumbering feel through the suburbs.
But set the cruise control and aim it at the horizon and you get the impression there’s very little that will stop it.
In $85,900 Kakadu guise, the KDSS suspension – which counters leaning with active stabiliser bars – quells some of the body movement, but it doesn’t have the accuracy of the Disco, the agility of the Grand Cherokee or the poise of the Everest.
None of which impacts its off-road grit.
Corrugations and dips are barely a blip on the Prado’s surefooted, she’ll-be-right attitude. This is a car that somehow feels more at home the rougher the terrain.
And for slow-speed off-roading its excellent wheel articulation and great traction control team with locking rear and centre differentials to keep things motoring. The Prado is a seriously capable device with a reassuring sense of solidity.
The fact it can comfortably traverse upwards of 1000km between refills – courtesy of its 150-litre fuel tank – in some ways accounts for the underwhelming 2.8-litre engine.
With 130kW and 450Nm it has the least grunt of this quartet - by at least 23kW and 20Nm – and it used the most fuel, partially a product of its bulky body.
Thankfully the easily accessible torque makes for relaxed touring; just make sure you plan for overtaking manoeuvres.
Inside, the Prado is a sizeable machine, delivering acres of headroom for five people; the third row is more for the little ones.
Dig deeper, though, and it’s clear the Prado is more about the bones than jewellery.
As a luxury Kakadu there’s lots of cheaper GXL evident in the plastics and interior treatment, although leather and wood add class, some of the highlights in what is a healthy smattering of gear to offset the lofty price tag.
Plus, there’s heated seats for all but the back row, as well as a video screen if those in the rear tire of the action outside. A deep cooler box and sunroof are also there and there’s more to come soon with an imminent update (see breakout).
All of which adds up to a car ready – and capable - for off-road life.
2017 TOYOTA PRADO KAKADU Price and Specifications
Price: $85,900, plus on-road costs
Engines: 2.8-litre 4-cylinder turbo diesel
Power: 130kW at 3400rpm
Torque: 450Nm at 1600-2400rpm
Transmission: 6-speed auto, four-wheel drive
Fuel use: 8.0L/100km, diesel
CONCLUSION
These are four very different cars, each able to traverse a diverse range of terrain and each with its own appeal.
While some will be drawn to the compact size and touring friendliness of the Grand Cherokee, its suspension is not as well suited to Australia’s rough going as its rivals. And there are some key oversights that impact its preparedness for serious off-road conditions.
The Everest does plenty right – most notably with its user-friendly engine and beautifully sorted suspension – but the presentation and refinement and modest equipment list struggle to justify its price tag.
And, ultimately, the Prado Kakadu brings more space and off-road grace to the table with its more generous list of equipment justifying its price premium.
And for those planning a big trip, the Prado’s excellent service network and massive fuel tank make it difficult to overlook.
For the ultimate luxury off-road all-rounder, though, the Discovery tops the charts.
As well as supreme luxury it blends on-road comfort and composure with superb off-road ability.
A larger fuel tank and more standard fare would offset some of the (substantial) sticker shock that accompanies its hefty asking price.
Yet it’s not enough to take the spotlight off what is a deserved winner, one that sets a high luxury bar without skimping on its adventurous promise.
Toyota tweaks the Prado
Within weeks Toyota will have an updated Prado in dealerships.
Design tweaks include a new bonnet, headlights, bumpers and grille, while the interior brings fresher, classier materials.
The tow capacity has also been increased by half a tonne, taking it to a more respectable 3000kg.
And auto emergency braking makes a welcome appearance.
But the facelifted Prado – which wasn’t available for our adventure - drives no differently to the car we tested here.
Hence its inclusion in this test.