Tow Test: 2017 Toyota LandCruiser 200 Series

Is Toyota's evergreen off-roader still king of the tow tugs? We drive 6000km to the Top End to find out

It’s almost 10 years since this website published its first tow test of the then, just-released LandCruiser 200 Series. And re-reading that review today, it’s clear little has changed…

Despite all the safety and tech advances that have come onto the auto market since, the 200 Series still lags behind the pack in standard luxuries, at least in the cheaper, sub-$100K versions. And the intro to that story still rings true: “As a sure-footed tow vehicle for heavy loads over long distances, the Toyota LandCruiser 200 Series GXL V8 Turbodiesel is hard to beat on or off the bitumen”.

How do I know? Because I’ve just towed a close to two and a half tonne caravan from Melbourne to Darwin with the latest, V8 turbo-diesel GXL LandCruiser seven-seater, clocking up more than 6000km including about 300km on bumpy, corrugated dirt.

Still the best?

I’ve towed dozens of vans weighing up to three tonnes or more with a variety of SUVs, dual-cab utes and wagons over the years, but none have been as stress-free, or dare I say it as enjoyable, to tow with as the brawny, big-boned ‘Cruiser.

Because let’s face it; towing any large trailer, caravan or horse float weighing over two tonnes is never exactly a pleasurable experience – always one unpredictable trailer sway from disaster.

Not with the LandCruiser, which combines all the attributes required of a top tow tug -- strong torquey engine (200kW/650NM twin turbo 4.5-litre V8 diesel), long wheelbase (2850mm), hefty kerb weight (2740kg) and close proximity of tow ball and rear wheels – to deliver a smooth, stable towing platform unlike anything this side of a super-sized American pick-up.

If it ain’t broke…

Considering it does the the towing/touring basics so well – comfy lounge chair seats, relaxed ride, smooth punchy performance, commanding view – it’s a shame the GXL misses out on features now available on many sub-$30K runabouts, like a touchscreen with full smartphone compatibility and a digital trip computer from the 21st century!

The second-from-entry-level GXL retails from $88,541 (about $8000 more than back in 2008). But for that money it still won’t measure fuel economy, or run Apple Carplay.

However, for long-distance touring, pulling a big trailer and loaded with people and cargo, it’s hard to fault. The creamy V8 with smooth six-speed auto loses little in performance with 2.5 tonnes out back, accelerating strongly from the lights and surging up hills like there’s little behind.

It quickly settles into fifth gear and 1800rpm on the highway, and sometimes sixth for lower revs on lighter throttle. It’s reasonably quiet in the cabin, to make the most of the basic six-speaker audio system (the $10,000 more VX model gets the nicer nine speaker stereo).

There’s little of the stomach-churning pitching you often get with a leaf-sprung dual-cab ute on lumpy, truck-trodden B-roads and with the rig set up nice and level, there was never enough sway to activate the standard Trailer Sway Assist, let alone worry the driver, even in some stiff cross-winds.

Outdated but workable tech

Although outdated, the 6.1in touchscreen display has a workable if somewhat clunky interface, and covers the basics including on-road sat-nav and phone and audio plug-in or Bluetooth connectivity.

What you do appreciate is all the in-cabin space and extra-large storage areas, including a generous, two-part console compartment, glovebox and door pockets that swallow all the drink bottles, snacks, sunnies and other odds and ends you want close to hand on a big road trip.

There’s also something to be said for extra leg, head and elbow stretching room, helping you arrive fresh at your destination after a few hours behind the wheel…

With the two, removable third-row seats folded up, there was plenty of room in the rear cargo space for the Weber BBQ and 35 litre portable fridge, which plugs into the handy 220V socket for cold drinks on the go.

To make the most of all that space, the 200 Series boasts above-average weight capacities, including a healthy 6850kg GCM and 3350kg GVM. That leaves a useful 610kg payload (including up to 200kg on the roof) that can be legally carried, even when towing the maximum 3500kg, although any weight on the tow ball will eat into the payload.

Dirt cruiser

Whereas some off-road vehicles feel out of sorts when going at a decent clip on the bitumen – and sometimes on dirt! -- the Cruiser feels as well planted off-road as on. It soaks up bumps and corrugations, thanks to the lush coil-spring ride and was quite comfortable maintaining a 70km/h ‘sweet spot’ to iron out the corrugations and reduce wear and tear on both rig and occupants.

Helping matters is a sensible wheel/tyre combo of 17in alloys with Dunlop Grandtrek AT22 rubber. Even without dropping tyre pressures of around 35spi on the dirt, it never felt harsh and we didn't get a puncture.

The dual-range system with full-time 4WD and twist-dial low-range selection didn’t skip a beat and, with a 700mm wading depth but without the $500 optional snorkel fitted, the only time we had to turn back was at a deep water crossing along the track to Twin Falls in Kakadu.

The Cruiser’s no-worries demeanor in the Outback makes its extra bulk easier to forgive back in the ‘burbs. Sure, it struggles around corners and won't fit in tight parking spots. But its long-range tank ensures you spend less time at the servo – we calculated around 10.5L/km driving solo around town, for a range of 1300km.

When towing, consumption averaged around 17-23L/100km, depending on changes in gradient, average speed and side-winds, which dropped range down to a still respectable 600-650km.

Verdict

Only trainspotters will have noticed the minor updates to the 200 Series along the way, and periodic price rises. The basic package remains the same, which is why the LandCruiser continues to sell strongly (around 12,000 in Australia in 2016.)

It probably has fewer serious rivals today than a decade ago, as the latest Land Rover Discovery sheds weight and costs more for desirable six-cylinder versions.

If you’ve got the dough, it’s worth forking out for the more luxurious VX or Sahara grades. Otherwise the barer-boned LandCruiser GXL is just fine if all you want is one of the best tow tugs on the planet.

Toyota LandCruiser 200 Series GXL

Price: $88,541 (plus on-road costs)

Engine: 4.5-litre turbo-diesel V8

Outputs: 200kW/650Nm

Transmission: Six-speed automatic

Fuel: 9.5L/100km (ADR combined)

CO2: 250g/km (Estimated)

Safety Rating: Five-star ANCAP

Tow rating: 350kg, 3500kg

Tow Test: 2017 Toyota LandCruiser 200 Series

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