Infiniti QX80 VS Toyota Land Cruiser
- Improved looks
- High level of comfort
- Off-road ability
- No Apple CarPlay, Android Auto
- Understeer, bodyroll
Toyota Land Cruiser
- Driving a living legend
- Tough-truck looks
- Go-anywhere capability
- Driving it on anything that’s not a mountain
- Trying to shut the door
- Contemplating the price
The world of upper large luxury SUVs, like Infiniti’s latest-generation QX80, occupies that rarefied air, way up high in the car market, that I’ll never breathe – and that’s okay with me.
You see, as much as I admire these plush vehicles, even if I did have the cash and the inclination to buy one, I’d be so worried about incidental damage to the exterior (shopping trolleys or other drivers’ touch-parking) or children-induced damage to the interior (car sickness, spilled food or drink, blood from sibling punch-ups in the second row) that I’d never be able to fully relax while driving the thing. (Newsflash: I’ve heard from Infiniti that the QX80’s upholstery has a soil-resistant coating.)
These pricey wagons certainly do have their fans though and now, with extensive exterior changes and some interior ones, does the QX80, based on the Y62 Nissan Patrol, actually offer anything to set it apart from other large premium SUVs? Read on.
|Fuel Type||Premium Unleaded Petrol|
Toyota Land Cruiser
Andrew Chesterton road tests and reviews the new Toyota LC70 LandCruiser GX single cab with specs, fuel consumption and verdict.
You take your life into your own hands when you say this, but the 70 Series Toyota LandCruiser isn't perfect. In fact, it isn't perfect in lots of ways.
Explore the 2017 Toyota LandCruiser Range
Toyota LandCruiser 70 Series 2016 review | first drive video
Toyota LC76 LandCruiser GXL 70 Series wagon 2017 review | road test video
Toyota LC78 LandCruiser TroopCarrier GXL 2017 review | road test
Toyota LandCruiser 70 Series dual cab 2016 review | snapshot
Toyota LandCruiser 70 Series single cab 2016 review | snapshot
But such is the burning passion for this Aussie (well, Japanese) icon that any criticism of it, no matter how fair, is greeted with howls of protests by our bearded brethren of the bush, who will accept nothing less than top marks for the mighty ‘Cruiser.
And it's hard to blame them: if your morning commute includes cresting glorious mountains and powering through standing water deep enough to swallow a hatchback, you'll find few that do it better than the hard-as-nails Toyota.
There's a reason people say the 70 Series LandCruiser powers the Aussie bush, and that's because it's the place where this vehicle feels truly at home. When you're thousands of kilometres from anywhere else, durability and reliability count above all. And this tough Toyota offers that in spades.
But… if you live in the city, can see a city from your house, or have ever visited a city (or seen a photo of one), then the 70 Series LandCruiser will feel a touch agricultural. And by that we mean there are forklifts that offer more creature comforts than this thing.
We spent a week with one of the most utilitarian of the lot - the LC79 GX cab chassis ($64,990) - to see how we'd get along.
|Engine Type||4.5L turbo|
The petrol-only QX80, really a Y62 Patrol with shedloads of bling, is a curious beast; a big, bold status-boosting premium SUV, which is much better suited to the US and Middle East markets than ours. However, it has a real premium feel, is very smooth to drive and the exterior and interior changes have improved what has so far been a divisive model for a brand with a small but growing fanbase here. Infiniti sold 83 of the previous QX80 in 2017 and is hoping to move 100 of these new ones in 2018; they have their work cut out for them, but if brand confidence is worth a few sales, who knows, they might even top the ton.
Is the QX80 worth its hefty price-tag, or is it simply too much cash for something that doesn’t even have mainstream connectivity functions?
Toyota Land Cruiser6.5/10
It’s loud, rough and so overtly masculine you can feel the hairs growing on your chest as you drive it. And while we couldn’t live with it day-to-day, we applaud the fact it exists.
Tell us your best LC70 LandCruiser story in the comments below.
The bulk of the facelifted QX80’s design changes have been to the exterior and include, most noticeably, new LED headlights with a redesigned, sleeker but more aggressive front end than its predecessor’s softer, more rounded curves.
The new QX80’s bonnet is 20mm higher than before and has been extended 90mm; the side steps have been stretched 20mm wider, and the power tailgate has been re-designed to include sharper, thinner, rear LED taillights and the bumper is visually wider.
The whole body has a higher visual centre of gravity, with this latest raft of design shifts giving the SUV a taller, broader, wider and more angular overall appearance.
The interior includes a bigger, chunkier redesigned centre and rear console and those aforementioned premium touches, such as leather-wrapped heated steering wheel, updated upholstery-stitching, semi-aniline quilted leather patterning on door panels and seats, as well as its stainless-steel sill plates, all add to the premium feel.
The QX80 looks better than it did but, as the previous one was pretty hard on the eyes, the 2018 version may still polarise opinion.
Toyota Land Cruiser6/10
Function over form is the order of the day here. Everything that exists on the exterior of the LC79 is there for a reason, from its chunky and thick tyres, the monstrous plastic snorkel or the chicken wire-style mesh that protects the back windscreen like that honky-tonk bar from The Blues Brothers (Bob's Country Bunker - Ed).
There's an undeniable retro-cool to the look (mostly because it is retro, and has barely changed over the years), mixed with a kind of overt masculinity thanks to its bulbous bonnet scoop and a huge bumper bar that juts forth from the grille like Jay Leno's chin.
Inside, it's clean and functional. Expect no touchscreen here. Nor a digitalised driver's binnacle, reversing camera or electric anything. When you leave the car, for example, you need to push down the door-lock button and then hold the door handle up as you slam the door. The last time I remember doing that I think I had a beeper attached to my belt.
Everywhere you turn there are reminders that this car was born in an era when tough mattered. Even shutting the door requires a monstrous effort, with anything but the most brutal of force resulting in a warning light on the dash that serves as a blinking reminder you lack the physical strength to manhandle this car. Needless to say, we saw that light quite a lot.
The QX80 is a big unit – 5340mm long (with a 3075mm wheelbase), 2265mm wide and 1945mm high – and, when you’re seated inside it, it feels like Infiniti designers and engineers must have worked hard to maximise the space afforded them for driver and passengers without seeming to have sacrificed any style or comfort.
And that big open space inside the cabin is easy to get comfortable in. There are soft-touch surfaces everywhere – door panels, arm rests, centre-console edging – and the seats are unsurprisingly soft and supportive but tend towards slippery when there are quick changes in speed or direction, or when tackling steep downhills off-road. (It was fun to watch front-seat passengers slip-slide around inside during the 4WD loop)
If you’re up-front you’re well catered for; big glovebox; overhead sunglasses storage; the centre console now has a roomy smartphone storage area; the twin cupholders have been upsized to cop two 1.3-litre cups with handles (up from one 1.3-litre cup and a 950ml container); the USB port has been moved to the other side of the centre console so it’s easier to get to; the storage area under the front passenger arm-rest is now a 5.4-litre compartment, able to hold up to three upright 1.0-litre bottles or tablet devices.
There are nine cupholders and two bottle-holders in total in the QX80.
There’s a sunroof if you get the urge for natural light from above.
Second-row passengers now get 8.0-inch entertainment screens (up from 7.0-inch) and two additional USB ports.
The tip-up second row seats are easy enough to operate and the third row is power 60/40 split-fold-to-flat and reclining.
There is a 12V outlet in the cargo area.
Toyota Land Cruiser7/10
Is your view of practicality being able to drive up practically anything? Then Toyota's got good news for you. Better still, the LC79 GX has a claimed payload of 1235kg and a towing capacity of 3.5 tonnes - both of which are impressive numbers.
Inside, the basic two-seat layout offers a single cupholder to share between passengers, but a storage bin between the seats comes in handy for securing loose items.
Price and features
Pricing has not changed: there is one model and it still costs $110,900 before on-roads and that price does not include paint other than the standard Black Obsidian; metallic paint is $1500 extra. Changes over and above the previous model’s standard features list include 22-inch 18-spoke forged alloy wheels (up from 20-inch), Infiniti’s InTouch 8.0-inch colour touchscreen (up from 7.0-inch), new Espresso Burl coloured trim, new chrome finishes all-round, updated upholstery-stitching everywhere, quilted leather patterning on seats, new headlights, LED foglights and more. There is no Apple CarPlay or Android Auto.
Toyota Land Cruiser6/10
Cost of entry for the LC79 GX is $64,490 (the same as the LC76 GXL Wagon), which is no picnic no matter how you shake it. And that spend buys you a fairly sparse product.
All creature comforts are cost extra. Air-conditioning, for example, adds $2761 to the bottom line. The tray, tow bar, and trailer wiring harness add another $4305 (but that's the fitted cost), and our test car also got diff locks, which add another $1500. All of which brings the final number to a touch over $73k, before on-road costs.
For that, you get cloth seats, plastic door trims and a scattering of ashtrays. Your radio is Bluetooth-equipped, your windows are manually operated and your plastics are so hard they could be used to cut diamonds.
But all of that is superfluous, really. What you're buying is a tried-and-tested workhorse, and this one has been put through an extra 100,000kms of what Toyota calls "extreme heavy-duty local testing". Toyota toured mine sites and cattle farms across the country, taking in the red dirt of the outback to the rocky escarpments of alpine country to the towering sand dunes of the northern NSW, feeding that information back to Japan while the LC79 was being developed.
Engine & trans
The previous generation’s 5.6-litre V8 petrol engine (298kW@5800rpm and 560Nm@4000rpm) remains, as does the seven-speed automatic transmission with adaptive shift control. It also has Infiniti’s all-mode 4WD system, which offers Auto, 4WD High and 4WD Low settings and it has terrain appropriate modes (sand, snow, rocks) able to be dialled in.
Toyota Land Cruiser7/10
It's a single-engine offering right across the LC70 range, with a torque-rich 4.5-litre turbo-diesel V8 paired with a five-speed manual transmission the only combo on offer. The engine generates 151kW at 3400rpm, but a very healthy 430Nm from a low 1,200rpm.
Like the rest of the LC70 range, the LC79 has undergone an engine upgrade in line with Euro5 standards (the very standards that saw the demise of the Land Rover Defender and Nissan Pathfinder), with a diesel particulate filter added and a tweaking of the gear ratios to make second and fifth taller for better fuel economy. Stability and traction control were also included for the first time in October last year.
The QX80 is claimed to use 14.8L/100km. We reckon that fuel-consumption figure is very optimistic and if QX80 owners are partial to towing boats – as Infiniti reckons they are – or if they tackle some 4WDing, then that figure is going to climb much higher quite swiftly.
In the world of luxury SUVs big is king and this thing is definitely on the chunky side of big, but it doesn’t often feel too cumbersome for its own good, or too bulky to steer in and out of Melbourne’s bustling morning traffic with precision.
During this event, we did a fair chunk of driving – highway, country roads, gravel roads and a decent bit of 4WDing – and, surprise, surprise, it did pretty well, especially when things of this ilk usually exhibit the ride and handling of an old poorly-sprung couch on wheels.
It did, however, feel top-heavy at times and revealed substantial body-roll when pushed around corners at speed or even during some sections of slow, bouncy off-roading, so I’d be reluctant to experience what it would be like without hydraulic body motion control. However, we were willing to forgive it any rocking-and-rolling when that healthy V8 growl kicked in as we gave it the boot.
The 22-inch tyre-and-wheel combination is not the way I’d go if I was going to use the QX80 for any off-road forays but, having said that, we did fine on them, at road tyre pressures, over a decent off-road loop.
It has 246mm of ground clearance and 24.2 (approach), 24.5 (departure) and 23.6 (ramp-over) angles.
The QX80 has coil springs all-round and it was only ever caught out when it thumped through a couple of surprise potholes along a dirt road.
This Infiniti model has a claimed tare mass of 2783kg, but you wouldn’t have known it was that many kegs because it powered up steep and slippery bush tracks, through deep muddy ruts, over greasy rocks and through a few knee-deep mud holes with ease. It was as easy as pulling up, switching your terrain modes and dialling in your setting: 4WD High, 4WD Low or Auto. It has a locking rear diff and very capable hill descent control, which we tested on a few rather steep sections of track.
It’s nice to see vehicle manufacturers unafraid to put their off-roaders, even their pricey luxury ones, through a decent off-road loop at launch because it shows they have confidence in its capabilities.
Toyota Land Cruiser7/10
A nightmare on anything even resembling an actual road. The steering is the same soft and spongy experience you'll find in most serious four-wheel drives, while the suspension feels like it sees more travel than your average pilot.
The turning circle, too, is a curiosity, turning even the most rudimentary U-turns into a three-point effort (if you're lucky). Toyota claims the turning circle figure as 14.4 metres, which is considerably longer than the wagon version. The blame is laid at the feet of the cab chassis' longer wheelbase (3180mm versus 2780mm).
But this is a car set up almost entirely for serious off-road work. And we mean serious. Those who tackle nothing harder than the gravel driveway of a Hunter Valley winery need not apply. The floor matts are constructed from hard-wearing (and easy to hose out) plastic, while the gearing is set up with first gear so short is serves almost no purpose on the tarmac.
Get it moving, and there's heaps of torque available for mid-range acceleration, and it's plenty brisk enough for overtaking, but the ride doesn't inspire confidence on the freeway, and we found ourselves travelling at just below the speed limit instead of on it. At 100km/h, though, it buzzes about, even with Toyota's focus on improved NVH this time around.
But all of that is largely irrelevant. If you're buying this car to navigate sealed roads, then there's probably something quite wrong with you. In fact, even if lightweight 4WDing is in your future, this car is overkill. There are plenty of cheaper options (including those from Toyota) that will tackle some pretty serious terrain, but will do it in what will feel like luxurious comfort by comparison.
If you require the battle-hardened services of a retro-styled legend, however, Toyota's 70 Series LandCruiser is the car for you. In fact, with stricter emission programs spelling the end for Nissan's Pathfinder and the Land Rover Defender, it's just about your only option.
Full disclosure: We didn't venture far off road (we saved that for the LC76 GXL Wagon), but with the same basic architecture, the same 4WD set-up (two-speed transfer case with auto-locking front hubs), and the addition of Toyota's off-road focused 'A-TRC' active traction control (which serves as kind of off-road and digital LSD, preventing wheel spin on low-grip surfaces), we're confident it would shine just as brightly.
The QX80 does not have an ANCAP safety rating. Safety tech as standard includes blind spot warning, intelligent parking system, forward emergency braking, lane departure prevention (incorporating lane departure warning), distance control assist and predictive forward collision warning, Infiniti/Patrol intelligent rear view mirror (which can display video from a camera mounted in the upper rear windshield) and more. It has two ISOFIX points in the second-row seats.
Toyota Land Cruiser6/10
Part of this latest update saw Toyota upgrade the safety credentials of its LC70 range, and while the wagon variants oddly missed out on some of the changes, the LC79 got the lot.
The entire range now gets traction control, stability control, hill-start assist, brake assist and electronic brake-force distribution as standard kit, while the single-cab models (including the LC79) got new under-dash padding, new seats and seating frames, and new and stronger body panels.
The utes also scored three extra airbags (joining the two front bags), including two curtain bags and a driver's knee airbag. The result was a maximum five-star ANCAP safety rating, tested against 2016 criteria.
Toyota Land Cruiser7/10
The LandCruiser LC79 GX is covered by a three-year/100,000km warranty, and will require a visit to a service centre every six months or 10,000 kilometres.
Toyota's capped-price servicing program limits the cost of each service to $340 for each of the first six services.