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A sophisticated cabin brings similar standard features to the Prado while adding modern touches such as a digital dashboard, a and larger infotainment screen, wireless phone charging and mirroring, along with an even dozen USB points.

Priced from $87,950 plus on-road costs (about $95,900 drive-away) in “Limited” trim, the Jeep has ambient lighting and a powered tailgate plus clever features such as an infrared “Famcam” that lets you keep an eye on kids, even in the dark.

It looks sharp on the road, rolling on 20-inch alloys central to the Grand Cherokee’s gangster-chic appeal.

But the bombastic muscle of V8-powered Jeeps such as the insane Trackhawk is a thing of the past - the only engine available for now is a 3.6-litre petrol V6.

The motor sounds mean while spinning hard to deliver 210kw and 366Nm, returning more rapid acceleration than the Prado, but not its effortless pulling power.

Sweet enough in everyday driving, with a sophisticated eight-speed auto that does a great job keeping the engine on the boil, the Jeep is let down at the bowser.

Claimed 10.6L/100km efficiency returns less than half the cruising range of the Prado, and the Jeep can’t match Toyota’s three-tonne towing capacity. It evens the score with a superior driving experience tied to self-levelling rear suspension that returns a comparatively plush ride. Sharper to steer, the Jeep is lighter on its feet and better to drive on a winding road.

Experience with the new model on produce launches suggests it is every bit as capable as the Prado away from the beaten track.

But we’d be hesitant to stray too far from urban centres in the Grand Cherokee - Jeep’s reputation for sub-par reliability is worrisome, and its service network isn’t a patch on Toyota’s peerless coverage.