Nissan Patrol vs Toyota Prado

As of mid-2026 the Prado is far cheaper to get into. It opens at about $79,000 driveaway for the GX, where the Patrol starts near $105,000 for the Ti and climbs to roughly $117,000 for the Ti-L. Both are quoted driveaway, so the comparison is like for like. The gap closes at the top: a fully-loaded Prado Kakadu lands around $109,000, close to a base Patrol, so the real head-to-head is a loaded Prado against an entry Patrol at similar money. Below about $105,000 the Prado has the field to itself, and that spread of six grades is a big part of its appeal.

The Patrol wins outright. Its 5.6-litre petrol V8 makes 298kW and 560Nm, against the Prado's 150kW and 500Nm from a 2.8-litre turbo-diesel, so it has close to twice the power, a margin no four-cylinder diesel can close. The trade-off is at the pump: the V8 uses a claimed 14.4L/100km to the Prado's 7.6, nearly double. The Prado's diesel is torquey, efficient and better suited to steady touring and towing than sprinting, and most Prado buyers are not shopping for outright power. Both send drive to all four wheels, so the split is one of character: petrol urgency against diesel torque. But if straight-line grunt is the measure, the Patrol takes it comfortably.

The Prado has the clear safety edge, and it is the Patrol's biggest weakness. The current 250-series Prado carries a five-star ANCAP rating stamped in 2024, applying to every variant, while the Nissan Patrol carries no current ANCAP rating at all: the Y62 has never been tested to a current protocol. The Prado also runs nine airbags to the Patrol's eight. Both include autonomous emergency braking, lane-keep assist, blind-spot monitoring and adaptive cruise control as standard, so the active-safety kit is close. But an unrated crash result against a fresh five-star one is a real gap, and it is the single strongest card the Prado holds.

The Patrol carries more people: the Ti seats eight and the Ti-L seven, always across three rows, where the Prado tops out at seven. It is also the longer, taller truck, with a big boot behind that third row. The Prado seats five or seven depending on grade: the base GX and the Altitude are five-seaters, while the GXL, VX and Kakadu add the third row. If you need to carry eight, only the Patrol does it. The Prado's counter is flexibility, with five-seat grades that trade the third row for boot space, though the 250-series drew criticism for a raised boot floor eating into cargo room with seven seats aboard.

Both tow the outback benchmark of 3500kg braked, so on the headline rating they are level. The Patrol pulls ahead on the numbers around it: a 7000kg gross combination mass to the Prado's 6600, and 714kg of payload to about 580kg, which means more room to carry people and gear while towing near the limit. Its bigger 140-litre tank also stretches range between fills. The Prado answers with its efficient, proven diesel and a lighter, easier-to-place body. For a lighter van or boat either is comfortable, and the gap only tells at the top of the range. For heavy towing fully loaded the Patrol has the headroom, but both will haul a big caravan legally.

The Prado is much cheaper to feed. Its 2.8-litre diesel claims 7.6L/100km, close to half the Patrol V8's 14.4, and over a big annual mileage that difference dominates the running-cost picture. Both brands tie their longer warranty and roadside cover to servicing on schedule at a dealer, so neither is unconditional: the Patrol's roadside runs one year by default and extends with Nissan servicing, the Prado's is servicing-linked too. Capped-price servicing sits a little higher on the Patrol, and insurance and tyres are broadly similar, so fuel is where the real yearly gap opens. On fuel alone the Prado saves thousands over years, and it is the easier truck on the household budget.

Both are proper body-on-frame four-wheel drives with low-range gearing, and both will go a long way off the bitumen. The Patrol brings more ground clearance at 273mm to the Prado's 221, a steeper approach angle and a bigger, more powerful platform. The Prado counters with a lighter body that is easier to place on a tight track, plus off-road aids like a locking centre differential, crawl control and hill-descent control, and a touring record proven over decades in remote Australia. The Patrol's size helps on open going; the Prado's manoeuvrability and pedigree reassure a long way from help. It is closer than the size gap suggests.

Upgrade only if the Prado is missing something specific. Step up to the Patrol if you need a true eight-seat cabin, want the petrol V8's outright grunt, or regularly tow and load near the limit where its combined-mass headroom helps. You will pay for it at the pump and give up the current safety rating in the process. If the Prado already tows your van, seats your family and travels where you go, the upgrade mostly buys size and power you may not use, at nearly double the fuel bill. Match the truck to the load, not the badge.

Both nameplates hold their value strongly by class standards, which is part of why they cost what they do used. Toyota's reliability reputation is the deeper of the two, and the Prado's proven diesel and vast parts network make it the safer long-distance bet for many buyers. The Patrol has its own loyal following, and its naturally-aspirated V8 has a reputation for durability, so it is no weak link on resale. Neither is a risky ownership proposition. For the lowest running and servicing costs the Prado leads, but a well-kept Patrol Ti-L is not the money pit its fuel bill might suggest.