Tow Test: Toyota LandCruiser 200 Series GXL Turbodiesel

Size Still Matters

The Toyota LandCruiser wagon goes back a long way but really became popular among caravanners as the 80 Series wagon in the early 1990s. With a solid towing platform and tough off-road ability, Toyota reliability and resale values, and country-wide parts availability, the LandCruiser quickly became a favourite for the big trip.

Then came the 100 Series in 1998, which was on sale for 10 years and saw the model climb up-market. The live front-axle model was dropped towards the end of the production cycle, while the 1HZ naturally-aspirated diesel engine and petrol six-cylinder were eventually dropped as well when they no longer complied with emissions regulations. This left just the V8 petrol and six-cylinder turbodiesel.

Move on to the new 200 Series, which was introduced last November with the promise of more space, better rigidity, more power and torque, more safety and Toyota's first twin-turbodiesel V8.

With the entry price significantly up on the 100 Series (now starting at $69,990 for the V8 petrol GXL 200), Toyota is relying on a new Prado standard model and the LandCruiser 76 wagon to attract entry-level 4WD sales.

SERIES ATTRIBUTES
The LandCruiser 200 range consists of the GXL, VX and Sahara. All models have automatic transmission, full-time 4WD, 17in alloy wheels including spare wheel, climate-controlled air-conditioning with pollen filter, dual front airbags, front side airbags, full-length three-row side curtain-shield airbags, second-row seat outboard seatbelt pretensioners, ABS brakes (with EBD and Brake Assist), Vehicle Stability Control, Active Traction Control, Hill-Start Assist Control, Smart Entry and Smart Start, second-row seatbelt anchorage height adjusters, third-row seatbelt automatic locking retractors, key reminder warning, in-glass radio antenna and rear spoiler.

The entry-level GXL has Crawl Control (petrol model only), Downhill Assist Control (diesel model only), a sub fuel tank (diesel model only), Kinetic Dynamic Suspension System (optional on the diesel), power windows, a six-speaker audio system and dual-zone front air-conditioning.

The VX model has driver and front passenger knee airbags, second-row seat side airbags, privacy glass, front fog lamps, matt metallic-look side steps, remote power windows and sunroof, trip computer, Optitron backlit instruments, leather seats, leather steering wheel and gear lever, power front seats, 40:20:40 split-fold second-row seat (in lieu of 60:40 split) with twin cup-holders in the centre armrest, alarm system and woodgrain interior dashboard trim.

The VX petrol also has a sub fuel tank and Crawl Control, while the VX diesel has the additional feature of Downhill Assist Control. Both models have the KDSS suspension.

The top-of-the-range Sahara also has the Back Guide Monitor (reversing camera), satellite DVD navigation with six CD/DVD/MP3 changer and nine-speaker audio, four-zone climate-controlled air conditioning, cool box, electric tilt and telescopic steering column, electric folding exterior mirrors, headlamp cleaning system, wood and leather gearshift lever and steering wheel (with audio controls) and electro-chromatic interior mirror.

We tested the GXL TDV8, which sells for $79,990. The VX is $79,990 (petrol) or $89,990 (diesel) and the Sahara is $94,990 (petrol) or $104,990 (diesel).

INTERIOR
The LandCruiser's interior is a very spacious place, with extra length over its predecessor. The front seats are relatively flat but appear comfortable and supportive enough. The view from the driver's seat is very good, although the window sill height is not as low as the Discovery 3 we tested last month, so slow-speed manoeuvring isn't quite as easy as it could be. All the switches and instruments are very easy to find and use, with big, well-marked buttons for the most part high up and easy to see.

The GXL feels a little Spartan for the price, lacking little things like height-adjustment for the driver's seat or steering wheel controls for the audio system that are a given in cars much cheaper than this.

Second-row seat room is more than ample for three adults although the seat feels a little too firm and is not very well contoured. The third-row seat for three is best left to sub-teenage children.

The cargo area is flat and accessed via a horizontal-split tailgate. The third-row seats do not follow current convention by folding neatly into the floor but continue with the old, space-soaking method of folding up against the cargo area sidewall. At least they can be taken out for better load-carrying if required. To access the third-row seats, passengers can climb up via the opening left by the split-fold second-row seat or by climbing up over the tailgate (obviously easy for the kids.)

ENGINE AND TRANSMISSION
The new, twin-turbo V8 is a very good engine. The gruff diesel rattle is pretty evident at slow, town speeds, but on the open road it is very quiet and smooth. It does suffer a small amount of turbo lag, but like other high-torque diesels, it isn't so much the lack of low-rpm response but the massive contrast between what happens at 1500rpm and how torque kicks in at around 2000rpm. If you plan to make a gap in the traffic but the engine is only doing 1200rpm, you may get an unpleasant surprise. It is just a matter of accommodating this contrast, because when the torque cuts in, it is well worth the wait.

It is hard to believe that 2700kg can be motivated so briskly, and how we would've laughed 10 years ago if you said a standard turbodiesel 4WD is a potential licence-loser. Not now: given its brisk, quiet operation, you do have to pay attention to your speed in the LandCruiser TDV8.

The transmission is an Aisin six-speed auto with smooth gearshifts, although it does seem reluctant to lock-up in sixth gear, even at 110km/h on the freeway. It is a very tall top gear ratio, and despite the engine's torque, it seems to struggle with almost idling along at around 1400rpm in top gear at about 110km/h.

SUSPENSION
There are not many two-plus tonne 4WDs that handle like a sports sedan (the BMW X5 being perhaps the only one), so it is no surprise that the LandCruiser 200 Series does not stop or change direction quite as well as it accelerates. Even though the steering is responsive, and body roll is not bad for a 4WD, the tyres lack grip in tight, slow-speed turns and the rear axle doesn't like large potholes or corrugations - though it is a well-sorted live axle and not by any means obtrusive with axle-hopping or any such unruly behaviour. The independent front and live-axle rear all-coil suspension generally rides quite well.

ECONOMY
The LandCruiser may be a diesel but is still an eight-cylinder 4WD, so you can't expect four-cylinder economy. Yet its claimed fuel economy figure is just 10.3L/100km. Towing a 1700kg York tandem-axle van, we achieved a figure of 16.4L/100km, which is very respectable given the load involved. The LandCruiser has a great fuel range even when towing, with 700km intervals entirely possible between fuel stops.

TOWING
The 200 Series, like its forebears, is a formidable tow vehicle. It really shows that wheelbase and weight go a long way towards making a stable towing platform.

The Cruiser hardly feels the extra 1700kg behind it and if we had the time we would have been tempted to try something heavier, for the Cruiser would certainly handle it no problems. There is ample overtaking power, and the TDV8 maintained 100km/h on the long, steep Catherine Hill section of the Hume Highway near Mittagong, NSW (although the accelerator pedal was near the floor doing so).

Stability was never a problem, and even with a strong crosswind at one point during the test the LandCruiser did not seem fazed. We felt some bobbing at the rear occasionally and a slight squirm over bumps but nothing to worry about.

Toyota says that the LandCruiser should be fitted with anti-sway control when towing more than its Tare weight and that a weight-distribution hitch should be used at all times.

Toyota also says not to tow for the first 800km of a new vehicle's life and the towing ball and bracket should be tightened after 1000km.

Servicing for towing is halved to 10,000km intervals from the scheduled 20,000km in normal use. The front axle maximum is 1630kg and the rear is 1950kg.

THE BOTTOM LINE
There are few tow vehicles that offer power and economy in a heavy-duty package but the LandCruiser 200 Series TDV8 appears to do that very well. However, the lack of equipment in what is an expensive truck will grate for some, and so will the slightly bland interior presentation. For our money, though, it is the price you pay for an excellent towing platform.

Thanks to Rod and Michael Payten from Camden Caravans, NSW, (02) 4658 1929, for the loan of the York caravan for this test.

For more information about the LandCruiser 200 Series, or to find your nearest dealer, visit www.toyota.com.au