Isuzu D-Max VS Toyota Land Cruiser
- Reversing camera as standard
- Suspension upgrade
- Off-road capability
- No AEB
- No Apple CarPlay or Android Auto
- Still noisy when driven hard
Toyota Land Cruiser
- V8 engine
- 4WD capability
- Very comfortable
- Old interior
- Lack of practical space
Last year heralded a raft of significant changes in Isuzu Ute Australia’s (IUA) D-Max and MU-X line-up.
In its first-quarter 2017 launch on Queensland’s Sunshine Coast, Isuzu officially revealed the range’s new 3.0-litre engine, new six-speed automatic transmission, and upgraded Aussie-specific suspension – all engineered for Australian drivers and our unique driving conditions – as well as a few nifty styling improvements, including a new front-end.
Well, this year Isuzu chose the Mt Cotton driver training centre, just outside of Brisbane, as the venue to let Australian motoring journalists loose in some new D-Maxs and MU-Xs. The changes this time around aren’t anywhere near as big as they were last year but Isuzu is hoping that extra safety features as standard, styling tweaks and value-added service intervals will help to build on growing buyer interest in its ute and SUV range.
|Engine Type||3.0L turbo|
Toyota Land Cruiser
If you’re a fan of the Toyota LandCruiser – and, let's face it, who isn't? – then you’re probably really enjoying the exciting time right now in its long and illustrious history.
A tweaked 200 Series is expected here soon-ish, and the 300 Series is also expected here in the not-too-distant future. Problem is, anyone who wants a 300 will have to choose between smaller-engine options – a V6 diesel, V6 petrol or petrol/hybrid – and will have to cop an even bigger price-tag all-round than the current 200 line-up.
So, is the current 200 Series a LandCruiser enthusiast’s last chance to own a new V8-powered upper large 4WD wagon that’s capable of handling family and work-life, but also be more than capable of taking your family into remote areas in comfort and style?
We tested a top-of-the-range Sahara on- and off-road. Read on.
|Fuel Type||Regular Unleaded Petrol|
The D-Max was already a solid choice for those interested in a functional family-friendly ute and it seems Isuzu might be justified in banking on the new LS-T’s premium appeal, as well as the range’s safety upgrades, extended service intervals and styling tweaks for even more sales.
What do you think of the new D-Max? Tell us in the comments below.
Toyota Land Cruiser7.1/10
The LandCruiser 200 Series Sahara is one of the best upper large premium 4WD wagons on the market.
It’s capable and comfortable, with plenty of standard features – some of them handy, some of them not – but the interior feels dated and less than premium, that multimedia system just isn't up to scratch and the price tag just feels too high for what you get.
But none of that will sway any die-hard Cruiser-loving adventurer, who wants a big comfortable and capable 4WD for family life, off-road adventures, or to tow a caravan or boat.
And who can blame them? Afterall, it’s hard to ignore the long-term appeal of a 200 Series.
Nothing has changed on the D-Max’s outside – it looks chunky, solid and purpose-built for adventure – but the LS-T’s interior now has that perforated leather on body-contact areas and soft-touch leatherette elsewhere. Inside the cabin remains functional but it now has a more premium feel.
Toyota Land Cruiser7/10
The LandCruiser’s appearance hasn’t changed much in years. This variant does have Sahara-specific branding on the rear horizontal-split door, but otherwise, it remains wholeheartedly 200 Series: a big chunky, distinctively imposing 4WD wagon.
The 200 Series is 4990mm long (with a 2850mm wheelbase), 1980mm wide and 1970mm high.
The Sahara has three rows of seats; two in the front, three in the second row, and two in the third row, for a total of seven seats. The base-spec GX has five seats in total; the GXL has eight; the VX also has seven.
We didn’t have the opportunity to spend very much time in the D-Max this time around but it appears to have retained the previous generation’s easy-to-live-with attributes. Everything is clear to see (the 8.0-inch touchscreen is a good unit), easy to use (big buttons, dials and knobs abound) and the cabin is roomy, comfortable, and hard wearing. Build quality and fit and finish remains solid and touring-ready.
The D-Max's tray is 1552mm long (at floor level), 465mm deep and 1530mm wide across the top, 1105mm wide, between wheel arches. It has four tie-down points in the tray, one at each corner.
This D-Max has a 1024kg payload, 3050kg GVM, a maximum braked towing capacity of 3500kg and 750kg unbraked.
Toyota Land Cruiser7/10
The Sahara is a seven-seater divided in three rows – two at the front, three and two at the rear – as does the second-from-top spec, the VX. The base-spec 200 Series, the GX, has five seats; the next spec up, the GXL, has eight.
It has a listed kerb weight of 2740kg, as do all the other 200s, except the GX, which is 2640kg.
The 200 Series is a big unit on the outside, but has quite a small interior. It is a bit of a premium space though with leather inserts on seats and around the cabin, woodgrain highlights on the steering wheel and dash, plus chrome-look finishings throughout.
With all three rows in use, there’s not a lot of space at all. Toyota does not have an official figure for cargo capacity of the rear area, but it’s plain to see that there isn’t much room. We packed a first-aid kit and a portable air-compressor and there wasn’t much room left over. You could probably fit a few other bits and pieces, but not much. There are cargo hooks and a 220V power socket.
When the third row (side folding, 50/50 split seat backs) is stowed away, the cargo capacity is officially listed as 1276 litres, but the reality is those seats protrude into the cargo area, taking up a lot of useful space.
No cargo capacity figure is officially listed for when the second- and third-row seats are stowed away.
Getting into the third row is not difficult as the door opens wide and there is a side step on the Sahara to aid your ingress, but once you’re in the third row, space is a bit pinched and the seats are rather flat and not really that supportive. It’s comfortable enough and really a kids-only zone, but that’s not a newsflash for a third-row. Bonus: you can watch the second-row 11.6-inch DVD screens, one each on the driver and front passenger head-rest.
There are plenty of storage spaces back there: two cup-holders on each side, stash-away spots for bits and pieces, cup holders in the middle, directional air vents, and lights.
Passengers in the second-row (40/20/40 split folding feat backs) have access to a lot of controls: air con, seat-warming (outer seats), and DVD remote (hidden in the fold-down centre arm-rest, which also has cup-holders and a shallow grippy tray for the DVD remote or a smartphone). There are also directional air vents, lights and storage spaces in the form of hard-plastic door spaces and mesh pockets on the back of the driver and front-passenger seats.
As mentioned, the DVD screens are on the driver and front passenger head-rests.
The seats here are, as expected, more comfortable than the third row with plenty of support.
Upfront, it seems like a bit more of a premium space, and it’s all well laid-out and easy to navigate – to quickly establish which controls are where – but the dash and centre console is all starting to look and feel a bit dated. Especially when the Sahara carries such a hefty price tag.
That 9.0-inch multimedia touchscreen doesn't help either, because it's a bit clunky to use, with its mix of controls, on-screen and dials.
There are a fair few storage spaces though: glove box, door pockets, the cool box (in between driver and front passenger), and cup holders (with a flip-top lid). There is also a wireless smartphone-charging tray.
There are USB charge points upfront, as well as a 12V power socket.
The Sahara also has a moonroof if your passengers want to look at the sky, night or day, while you’re on the move.
Overall, it’s a well put-together cabin, build quality is very impressive and there’s nothing terribly wrong with the interior, but it just doesn't feel like such a prestige space, worthy of a $125,000 price-tag. It feels old, so a facelift – or better still a 300 Series – can’t arrive soon enough.
Price and features
There are 23 variants in the D-Max line-up, ranging from the 4x2 single cab chassis SX manual ($28,600) through to the new LS-T (formerly known as the LS-Terrain), costing $54,700 (recommended retail price).
There are four variants in the crew cab (dual-cab) range – SX, LS-M, LS-U and the new LS-T (formerly known as the LS-Terrain), which we’ll focus on in this yarn. There are 4x4 and 4x2 variants for everything in the 2018 D-Max range; and manual or auto transmissions for a lot of the line-up everything.
The LS-T is auto only and costs $54,700 (recommended retail price). Available in 4x4 or 4x2 guise, the LS-T gets, above and beyond what came before, perforated leather on body-contact areas, soft-touch leatherette in other spots (also in LS-m and LS-U), 18-inch wheels, sat nav, roof-rails, and two USB charge points.
Safety upgrades include trailer sway control for all new D-Maxs – except the 4x2 low-ride SX single cab chassis manual – and rear bumper and reversing camera as standard on everything, except cab chassis models, but it is an option on those.
There are also three new exterior colours available for the D-Max: 'Magnetic Red Mica', 'Cobalt Blue Mica' and 'Graphite Grey Metallic'. The new MU-X also has the Magnetic Red Mica option.
Toyota Land Cruiser7/10
The seven-seat top-shelf* Sahara, as tested, costs $124,996 ($124,396 plus $600 premium paint), plus on-road costs. [* The limited-edition Sahara Horizon costs more, at $129,090 (plus on-road costs), but there are only 400 of those, so I’m not counting those in the mainstream line-up.]
It has a 4.5-litre V8 twin turbo-diesel engine, a six-speed automatic transmission, full-time four-wheel drive with dual-range gearing, a limited-slip centre differential and a stack of driver-assist tech including Toyota Safety Sense (which incorporates Pre-Collision Safety System with Pedestrian Detection (like Autonomous Emergency Braking – AEB), High Speed Active Cruise Control, Lane Departure Alert and Automatic High Beam), as well as blind-spot alert, rear cross-traffic alert, a multi-terrain system (with various drive modes to suit different terrain), a multi-terrain monitor, crawl control (low-speed off-road cruise control), hill descent control and more.
As befitting a top-spec vehicle, the Sahara has quite an extensive features list including a 9.0-inch touchscreen multimedia system with sat-nav, a wireless smartphone charger, a cool box between the front seats, woodgrain-look steering wheel and throughout the cabin, ventilated front seats, heated front and second-row seats, driver’s seat memory settings, four-zone climate-control air-conditioning, 11.6-inch entertainment screens for rear passengers, a nine-speaker audio system, and a moonroof.
It has daytime running lights, a horizontal-split tailgate, side steps, and 18-inch alloy wheels.
Engine & trans
Toyota Land Cruiser7/10
The 200 Series has a 4.5-litre V8 twin turbo diesel engine – producing 200kW@3600rpm and 650Nm@1600-2600rpm. That power figure is not whopping, but the engine is very torquey, with plenty of that on tap at lower revs, and the six-speed auto is a clever smooth-shifter.
On different tests, I’ve towed camper-trailers and an almost three tonne caravan with a 200 Series, and have been happy with its ability to tow safely and comfortably.
It has full-time 4WD and a limited-slip centre diff, as well as a whole bunch of driver-assist trickery, which I’ll detail later in this yarn. (Head straight down to ‘What's it like to drive?’ Right now if you’re too impatient.)
We only got the chance to spend very little time in any new models and we’d have to drive it for a week or more to get a good handle on real-world fuel consumption but Isuzu claims the D-Max gets through 7.9L/100km (combined cycle). It has a 76-litre fuel tank.
Toyota Land Cruiser7/10
Fuel consumption is listed as 9.5L/100km (combined).
I recorded an actual fuel consumption of 12.8L/100km on this test, but I did do a lot of low-range 4WDing.
The 200 Series has a 93-litre main fuel tank and a 45-litre sub tank – that’s a total of 138 litres.
We only did brief drive loops on the launch, including a decent off-road course and towing a 1750kg boat with a D-Max on a twisting bitumen road, designed to replicate real-world driving conditions.
Running 20 psi (pounds per square inch) in our Bridgestone Dueler or Toyo Open Country tyres, the Isuzus handled everything on the 4WD loop with ease, including runs up and down steep greasy-muddy hills peppered with rocks and tree-root hazards, tight turns in between trees, plowing through mud puddles and more.
No surprise at its efficacy on rough terrain because it works off the proven 4X4 'Terrain Command' system, operated via a dial near the auto shifter, and which can be switched on the fly from 2High to 4High at speeds of up to 100km/h. To engage 4L you need to be stationary.
The LS-T is 5295mm long, 1860mm wide (excluding wing mirrors), 1855mm high (excluding roof rails) and has a 3095mm wheelbase and 1570mm track. It has a 12.6m turning circle. Kerb weight is listed as 2026kg.
It has 235mm ground clearance, 30 degrees approach angle, 22.7 degrees departure angle, and 22.3 degrees ramp-over angle. The LS-T's wading depth is 600mm.
The Isuzu ute retains the previous generation’s hill start assist (designed to hold gear during climbs) and hill descent control (which maintains engine-braking speed on downhills and is able to be regulated with acceleration or braking).
The D-Max’s underbody protection includes under-front steel plate skid/splash shield and steel plate guards on the sump, transfer case and fuel tank leading edge; and sheet steel under the fuel tank.
It has double wishbones and coil springs up front and leaf springs at the rear, reduced from a five-span spring set-up to three, which has resulted in a softer and more comfortable D-Max ride than before.
We had the opportunity to drive a 2017 and a 2018 model back-to-back through lumpy sections at different speeds and the newer model exhibited a clear advantage in the ride and handling stakes over its older version.
Toyota Land Cruiser8/10
As mentioned, the Sahara is 2740kg, but it generally never feels like it’s so big and heavy.
Steering is reach-and-rake power-adjustable and it’s pretty sharp and, despite its bulk, the 200 is easy to manoeuvre in city and suburban settings, although it does feel its size every now and again. Turning circle is 11.8m and, on squeezy city streets, quick turnarounds can become a bit of a challenge.
But the 200 Series turbo diesel V8 is a simple, powerful and effective engine and it works supremely well with that six-speed auto.
Acceleration is particularly smooth, making for easy off-the-mark blasts from a standstill and also overtaking moves on the highway, but you can’t be shy with the go-pedal.
The coil-spring suspension yields a spongy, comfortable ride but the 200 Series never feels like its prone to wallowing as much as you might imagine.
All-round, it’s very comfortable as a daily driver, if not entirely practical in terms of cargo space, for its size, and for its price.
Gravel and dirt tracks provided ample opportunities for us to again experience how settled and composed the 200 Series is at speed, on irregular surfaces.
The 200 Series suspension set-up – independent front, live-axle rear and coil springs all-around – helps the Cruiser to sit really nicely on the road. It's not even thrown off its game by deeper potholes or sharper corrugations.
The Sahara and VX also have KDSS (Kinetic Dynamic Suspension System), which acts like a swaybar: on-road its aim is to improve handling and to reduce body roll; off-road, the system performs like a swaybar disconnect in that it adjusts to suit the terrain to maximise articulation and stability. (Note: KDSS is not on base-spec GX variants and is an option on the GXL.)
When it comes time for low-speed, low-range 4WDing, the 200 can feel big and bulky, so it does always require considered driving.
There’s plenty of visibility out of the 200’s windscreen, but the bonnet is quite large and does at times obscure your forward vision, but it's not a deal breaker, and if you’ve spent any time in a 200 Series – or any large 4WD wagon for that matter – it likely won't annoy you too much.
Steering remains light and responsive at lower speeds, and that's important for such a big almost three-ton beast on tight bush tracks and bush routes that twist and turn.
The 200’s torquey V8 engine, which works really well with the auto off-road as well as on on-road, offers up plenty of that torque at low revs and you can always rely on it.
Low-range gearing is good and the 200 also has a limited slip centre differential if you get the urge to hit that button as well.
Wheel travel is pretty decent, but with that KDSS, which acts like a mechanical swaybar disconnect off-road, the Sahara gets even more flex, more wheel travel, to help you get a wheel to the dirt and keep moving.
As well as reliable low-range gearing, good wheel travel and all-around suitability for 4WDing, the Sahara can also tap into a stack of driver-assist tech, including the multi terrain select*, which gives you the capability to dial through five different terrain modes – Mud & Sand, Loose Rock, Mogul, Rock & Dirt, and Rock – and that tweaks, among other things, the traction control system to suit the terrain you're on. (The VX also has multi terrain select, but the GX and GXL do not.)
Crawl Control, which regulates your speed at very low speeds via engine power and brake input to each wheel, gives you the ability to select a different low-speed setting to suit the conditions and terrain. This system incorporates turn-assist, which is handy when you need to make a very tight turn while 4WDing, as it applies brakes to your inside rear wheel at low speeds to help reduce your turning circle.
Visibility is good all around, as there’s plenty of glass at the front, rear and to the sides but, as stated earlier, that large bonnet can obscure your forward vision, especially when you’re cresting hills. If you’re finding your vision is hampered, then you can always make use of the multi terrain monitor – standard also in the VX and Sahara, but not available in the other variants.This system is a four-camera set-up designed to offer you views at the front, back, and down the sides, but I wouldn't rely on it. The lenses easily become dirty, as they did on our stint, and it only provides quite a basic, distorted view. Instead of relying on these cameras, the driver should get out, walk the track to see where you're going to drive or, at the very least, stick your head out the window to make sure you can see where you’re going, just to be on the safe side.
Engine braking is good, as is the hill descent control, although on some of the very slippery muddy hills we tackled, the 200 tended to run away a bit on the downhill runs.
The Cruiser has 225mm of ground clearance and a wading depth of 700mm, so we had no problems driving through deeper wheel ruts and mud-holes.
An easily-fixed weakness in the 200’s off-road armoury are its standard-issue Dunlop Grandtrek AT25s (285/60R18), which are not aggressive enough for anything more than light off-roading, I reckon. So get rid of those if you plan any four-wheel driving and replace with a set of decent all-terrains. That standard rubber’s on 18-inch alloy wheels. (GX and GXL variants get 17-inch wheels and tyres.)
The 200 Series has a full-sized spare tyre.
It has a 750kg unbraked towing capacity and 3500g braked towing capacity.
The D-Max has a maximum five-star ANCAP rating from November 2016. As mentioned, noteworthy safety upgrades include trailer sway control for all new D-Maxs – except the 4x2 low-ride SX single cab chassis manual – and rear bumper and reversing camera as standard on everything, except cab chassis models, but it is an option on those.
Other standard safety gear includes six airbags (dual front, side and full-length curtain), ABS with electronic brake-force distribution, ESC, traction control and EBA (emergency brake assist), 'Hill Start Assist' and 'Hill Descent Control', plus three top-tether ISOFIX child-seat points in the rear seat.
Toyota Land Cruiser7/10
The 200 Series has a five-star ANCAP rating (from testing conducted in 2011), 10 airbags and plenty of driver-assist tech, including blind spot monitoring, rear cross traffic alert, multi terrain monitor, front and rear parking sensors and more.
It has a five-year/130,000km warranty, with five years of roadside assist and five-year/75,000km capped price service costs. Servicing is recommended at 12-month/15,000km intervals. Prices are: $350 (at 12 months/15,000km), $450 (at 24 months/30,000km), $500 (at 36 months/45,000km) $450 (at 48 months/60,000km) and $340 at 60 months/75,000km – for a total cost of $2090.
Toyota Land Cruiser7/10
As of 1 January 2020, the service pricing for a LC200 Sahara turbo-diesel under Toyota’s capped price servicing is $300 per service for three years/60,000km (up to the first six services). The service interval is every six months/10,000km.
The warranty period for any new vehicle bought after 1 January 2019 is a five-year unlimited kilometre warranty that covers any part, panel and accessory made by Toyota. In addition to this, Toyota will extend your engine and driveline warranty from five to seven years if the annual service schedule is adhered to.