Toyota LandCruiser Sahara turbodiesel V8 4WD motor car.
Toyota's new 200-Series LandCruiser maintains the big off-roader's position at the top of the four-wheel-drive wish list.
The prospect of time behind the wheel of the new LandCruiser was much anticipated as I'm a 100-Series owner. I'm starting at the top of the range, the turbodiesel Sahara, a descendant of my Cruiser.
Chief among the differences is what's under the bonnet and attached to the wheels. The 200 gets an upgraded version of the twin-turbodiesel V8 already seen in the new Troopy, but now offering a more than useful 195kW of power (up from 151kW) and an indecent 650Nm of torque - a decent hike from the Troopy's 430Nm.
While not surpassing the staggering 750Nm of the V10 Volkswagen Touareg turbodiesel, it's enough to shift a big chunk of Japanese off-roader without apparent effort.
The turbodiesel V8 is a double-overhead cam unit that complies with Euro IV and is a quiet and refined unit, with a nice “trucky” V8 soundtrack.
It's also frugal, with claims of 10.3 litres/100km - I was getting around 14 litres/100km - but it's 4.2 litres/100km better than the petrol V8, while generating fewer emissions and pumping out 240Nm of extra torque.
The six-speed auto is generally smooth but sometimes feels a little confused about its job, jumping between ratios and losing its cool a little.
The argument for diesel was pretty good in the 100-Series, but the 200's added refinement and increased power and torque make the $10,000 price difference almost irrelevant.
The kinetic suspension, developed in Western Australia, is an all-new feature that lives up to the hype.
Combining with a torque-sensing centre-differential, the hydro-mechanical semi-active anti-roll bars front and rear allow for maximum suspension travel and traction in off-road conditions. The suspension keeps good wheel contact when off-road, but its sealed-surface abilities are remarkable for such a large 4WD, with good body control on the bitumen.
Ride quality is firm - little ripples are more of a problem than the bigger bumps - but all-round on-road abilities defy the ladder-chassis setup.
Toyota has seen fit to remove the adjustable nature of the suspension, both in height and ride comfort - perhaps it needed something to differentiate the 200 from the upcoming Lexus version.
While I'm griping about the changes, the chilled centre console might be a little deeper but it appears a little smaller overall when compared with the 100-Series.
But the absence of a 12-volt plug in the cargo space at the back is inexcusable in a serious off-road machine.
The Sahara also suffers for its extra underbody mechanical bits with a reduction in fuel-tank capacity - the fuel-tank size drops from the GXL's 138 litres to 93 in the VX and Sahara.
The test car also had a squeaky left-hand front door and there was also a solid clunk in the driveline, something Toyota said was an ex-factory lubrication issue afflicting the bulk of the 200s and was being fixed. The noise was the only blight on an otherwise impressive drive.
Cabin space is unchanged and still good (it sits on the same wheelbase as the 100-Series) and the extra cargo space from the added length doesn't do any harm. As is expected with the 200-Series flagship, there is no shortage of equipment - leather-wrapped reach'n'rake adjustable steering wheel, variable-ratio power steering, cruise control, trip computer and auto-dimming interior rear-vision mirror.
There are a few flashings of fake woodgrain trim - including the top and bottom of the steering wheel - that look a little out of place; the wipers are variable intermittent and the headlights have an auto-off function, but neither are automatic - again a concession to Lexus?
The eight-seater also gets nice leather trim, quad-zone climate control, keyless entry and start, a sunroof, power windows, alarm, anti-lock brakes, stability control, dual front, side and curtain airbags and a six-CD in-dash sound system. There's a reversing camera, which offers a good view and guidance, but no standard parking sensors, which would make a better team when manoeuvring such a large beast.
There's no question about the LandCruiser's 4WD abilities, but the foremost 4WD manufacturer has tidied up the on-road manners further to produce a complete all-rounder.
Some niggles remain, but the 200-Series has set a new benchmark.
SMALL TORQUE
Toyota LandCruiser
Sahara Turbodiesel V8
From: $104,990
Engine: 4.5-litre twin-turbodiesel 32-valve DOHC V8.
Transmission: Six-speed automatic, constant four-wheel drive, lockable Torsen limited-slip centre differential.
Power: 195kW at 3400rpm.
Torque: 650Nm at 1600rpm.
Fuel consumption: 10.3 litres/100km (claimed), on test 14.3 litres/100km, tank capacity 93 litres.
Emissions: 273g/km.
Suspension: Independent double wishbones, dampers, dampers, coil springs, hydro-mechanical semi-active anti roll bar (front). Live axle, trailing arms, coil springs, Panhard rod, dampers, hydro-mechanical semi-active anti roll bar (rear).
Brakes: Four-wheel ventilated discs with four piston calipers (front). Single-piston rear calipers.
Dimensions: Length 4950mm, width 1970mm, height 1905mm, wheelbase 2850mm, track fr/rr 1640/1635mm, ground clearance 220-225mm, cargo volume 700 litres, weight 2720kg.
Wheels: 17in alloys.
CLASS COMPETITION
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