Toyota Landcruiser 70 Series vs BMW IX2

What's the difference?

It looks like a house brick, it drives like a busted truck, it has less safety gear than a go-kart and fewer standard features than a shopping cart, yet there’s still so much to like about the 2026 Toyota LandCruiser 76 Series.

It’s fun to drive (if you know what to expect), it’s highly functional (for the job-site or camp-site) and one of the best 4WDs straight out of the showroom. And in GXL guise it makes a lot of sense as a work wagon or a touring vehicle.

Sure, Toyota pushes the boundaries of brand loyalty – consistently doing the bare minimum to keep buyers coming back for more – but in the case of the 76, I don’t mind that because this is one of the old-school 4WDs that should always be available.

The second-generation BMW X2 is leagues better than the car it replaces. It now sits nicely in BMW's line-up and offers genuinely tempting electric variants.

This isn't an affordable car by any means but next to rivals from Mercedes-Benz and Volvo, the well-equipped iX2 xDrive30 feels a complete package.

Similarly, the entry-level xDrive20i petrol is a very compelling choice with a comfortable ride and sporty drive.

We'd skip the contrived M35i unless your heart is set on going quickly in a straight line. With the thinking cap on, it's also hard to make a case for the X2 over the objectively better (and more affordable) X1. Then there's the more spacious, powerful, efficient and cheaper Tesla Model Y.

That's not really the point of this car, though. It'll never sell in as many numbers as the X1. Those who love its fastback styling will be pleasantly surprised by the new X2. It does what it says on the tin, marrying the BMW badge with a sporty drive and daring style.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The 76 Series is boxy and blocky at 4910mm long (with a 2730mm wheelbase), 1870mm wide and 1940mm high. It has a listed kerb weight of 2300kg.

This is a straight-up-and-down 4WD wagon whose hard edges have been somewhat softened through the most recent significant upgrade.

The cabin retains its spacious but spartan look and feel. Function wins out over form here.

The five seats sport a hard-wearing grey cloth trim which fits in nicely with the 76 Series’ spirit of utility.

The entire point of the BMW X2 is to grab attention and promote conversation. The X2's new-found success comes mainly from bigger proportions - it's grown 194mm over its predecessor and 54mm longer than X1.

It's 64mm taller and sits on tracks that have been pumped by 21mm. All the changes are built into the latest iteration of BMW/Mini's transverse UKL2 platform.

The result is presence and swagger on the road for the X2. Even the base car grabs attention, while electric iX2 variants get unique closed-off grilles and a different front bumper treatment.

It's the M35i thats most eye-catching, though. A jutting lower spoiler and butch stance highlighted by horizontal kidney grille slats and quad exhaust tips. Our test car was finished with massive (and optional) 21-inch alloy wheels.

As successful as the whole package is, there are fussy elements: the boxy rear end, awkward spoiler and peculiar tail-lights. From some very specific angles there's even a hint of SsangYong Actyon to the proportions.

The iX2 and X2 aren't made to appease everyone, though, so you don't have to love it.

Inside is a different story with elegant simplicity the X2's remit. It's much like an X1 in layout with crisply integrated curved screens running the latest iDrive 'OS9'.

Apple CarPlay was faultless (wireless Android Auto is also included) yet connected navigation makes it easy to rely on BMW's in-house features.

You get 90 days free use of BMW Digital Premium, which includes the ability to download games and apps as well as more advanced connected navigation. After the trial, you'll need to pay monthly ($9.99) or annually ($109) for the services.

The X2's door pulls and handles are particularly nice to interact with, blending visual lightness with reassuring sturdiness.

The 76 cabin is practicality maximus, albeit with a basic interior that feels like it was delivered here from the 1970s by a disco-ball-equipped time machine.

It is unashamedly purpose-built for work and in GXL guise this five-seat wagon is well-suited to job-site duties and/or touring life.

The cabin layout has a nice familiarity about it and it’s an easy space in which to quickly become comfortable.

All controls are easy to locate and operate – dials or buttons as per most Toyota cabins – and the 76 Series has a new multimedia screen. But it’s nothing to get excited about. It’s too small, too dark and it’s difficult to operate. So, that’s a fail.

The cabin is roomy, however, even if storage spaces are few and far between and some of them are small or awkwardly shaped or both.

There are two outboard cupholders, a narrow centre console bin, a cupholder and narrow smartphone spot to the left of the gear stick and door pockets. There is also a shallow shelf for something below the front passenger's outboard air vent.

It's a spartan interior, but as plain as it all is, it fits in with the 70 Series ethos of being functional.

Cloth seat and door trim retain that rough-and-ready feel the model is renowned for and there are expanses of hard plastic surfaces everywhere to endure whatever work and life can throw at them.

The carpet floor in our test vehicle was topped with rubber mats.

Storage spaces up front include a glove box, centre console with lid, dual cupholders between the driver and front passenger, pop-out outboard cupholders and door pockets big enough for a water bottle.

Rear-seat passengers each get a seatback map pocket… and that’s about it.

Front seats are as comfortable as you’d expect in a 76 Series, offering adequate rather than exceptional levels of support and comfort, and the rear seats are squeezy for adults, so better left to children.

Payload is listed as 1210kg and the expansive squared-off rear cargo area could probably cop most of that weighty burden. That space can be expanded to fit even more work or camping equipment if you tumble-fold the 60/40 split second-row forward.

Access to the rear is via the 60/40-split barn-type tailgate.

As a reference, the Ineos Grenadier Trialmaster offers very comfortable Recaro seats at the front, as well as slightly more space and comfort in its second row and more amenities throughout its cabin (as well as quirky touches, such as aircraft-style switchgear and the like).

Despite the X2 living dangerously in the style department, it hasn't sacrificed cabin practicality – at least in the front seat.

A vertical wireless charging pad holds a phone in like a kid on a rollercoaster (important, as you'll read later, because the X2 range has some serious back-road talent) with nearby USB-C plugs for additional charge.

The door bins easily fit a one-litre camping bottle, there's good storage for small bags beneath the floating armrest (which has a very small cubby for keys or mints) and a sizeable glove box.

As you'd expect from a German-built BMW (all X2s hail from Regensburg) build quality is excellent... save for the flimsy indicator stalks. The latest oblong engage with a limp click that's a far cry from the damped thump of older BMWs, such as the E90 3 Series.

The cabin materials are pleasing to touch with quality stitching and soft padding on heavy touch areas. Geometrically patterned trim inserts add some cabin flare and look sturdy as well. 

The X2 and iX2's back seat is not as good as the BMW X1's – none of the proverbial thanks, Sherlock.

Under the sloping roof headroom will be acceptable for 175cm adults and knee room is passable. Despite sharing underpinnings between electric and combustion variants there's minimal spatial compromise.

There are ISOFIX ports and top tether anchors for all seating positions. Vents are mounted in the centre console and there is a fold-out armrest with cup holders. Doors open relatively wide for a 'coupe' as well. 

Of some concern is the X2's narrow bench; the body-work sculpted appearance of the coupe tail results in lots of shoulder room intrusion. To put it in simple terms, it's best capped at four occupants.

The boot is at least very generous, offering between 525L (iX2) and 560L (X2) of VDA space.

The load bay is long and there is no load lip to lift items over. Seats fold in a 40:20:40 configuration, growing capacity up to 1400L.

Neither the X2 or iX2 is fitted with a spare tyre, so its mobility kits for X2 owners.

The 2024 BMW X2 range spans $75,900 to $92,900 before on-road costs. Surprisingly, it's the M35i that's dearest, rather than the electric iX2 xDrive30 ($85,700).

There's no three-cylinder price leader in the X2 range as there is in the X1 and your body kit choice is M Sport, which explains why, trim-for-trim, the X2 xDrive20 $5000 dearer.

Once you've added the $3000 M Sport pack to the X1 xDrive30, though, you're only $2000 off the X2 for equivalent spec levels.

Some highlights include 'Veganza' artificial leather upholstery (in black, Oyster or Mocha), 19-inch alloy wheels, M Sport kit including adaptive dampers, 'Iconic Glow' illuminated kidney grilles, adaptive LED headlights, head-up display and 10.7-inch touchscreen with BMW's slick ninth-gen operating system – this equipment is shared with the iX2 xDrive30.

The $82,900 (before on-road costs) single-motor iX2 eDrive20 is more basic, missing adaptive cruise control, lane-trace assist, power seat adjust and front seat heating. All EV models include tyre pressure monitoring, acoustic pedestrian warning, 12-month Chargefox subscription, and Mode 2 and 3 charging cables.

Being a BMW there are options on the table. An enhancement pack comprises metallic paint, a sunroof, Harman/Kardon sound system, steering wheel heating and adjustable lumbar support with massage function for $3615 on the iX2 xDrive30 and $4700 on the X2 xDrive20.

Cleverly, BMW has priced the iX2 xDrive30 beneath the luxury car tax threshold – significantly benefiting those looking at buy via a novated lease – even with the enhancement pack and metallic paint. Something Mercedes-Benz hasn't been able to achieve with its $102,900 twin-motor EQA350 rival.

An M Sport Package Pro is available for all variants adding dark finish headlights and extended piano black exterior trim, M Compound brakes, M seatbelts and 20-inch 'style 873' alloy wheels.

That pack is gratis on the flagship M35i xDrive which benefits from a higher 233kW tune of its 2.0-litre turbo-petrol four-cylinder and a torsen limited-slip differential on its front axle.

The pictured M35i was finished in $5000 worth of matte paint, in this case Frozen Pure grey. Portimao blue is also available along with regular metallic paint ($1800).

This 76 Series GXL has a 2.8-litre, four-cylinder, turbo-diesel engine producing 150kW from 3200–3400rpm and 450Nm from 2400–3000rpm and a five-speed manual gearbox.

It has part-time four-wheel drive and auto-locking hubs, and this GXL variant has locking front and rear diffs as standard.

BMW's internal combustion engines are responsive and slick in the X2, while the iX2's well-calibrated electric powertrains deliver pleasingly instant pick-up.

The range kicks off with a heavily revised version of BMW's all-aluminium 'B48' 2.0-litre four-cylinder in xDrive20i tune. It produces 150kW and 300Nm, enough to hit 100km/h in 7.4 seconds from rest.

Like the xDrive20i, the M35i employs a seven-speed dual-clutch transmission driving all four wheels.

Australian M35is are more powerful than European models, developing 233kW and 400Nm for a 0-100km/h sprint in 5.4 seconds. A freer-flowing exhaust is augmented with active sounds for a fruity (if synthetic) note.

BMW offers a pair of electric powertrains with the 150kW front-drive eDrive20 and twin-motor 230kW/494Nm iX2 xDrive30.

We only sampled the more powerful one which features Hans Zimmer-composed sound scapes and an impressive turn of pace, hitting 100km/h in 5.6 seconds (claimed).

It is limited to a 180km/h top speed which may pose an issue on German Autobahns but is no trouble in Australia.

Official combined cycle (urban/extra-urban) fuel consumption is listed as 9.6L/100km.

Fuel consumption on my test was 11.4L/100km and that was recorded after a variety of driving (suburbs, highway, back roads and bush tracks) with a full day of 4WDing thrown into the mix.

The 76 Series uses diesel and has a 130-litre fuel tank. Driving range is 1354km (based on the official fuel-use figure) and 1140km (based on my fuel-use figure on test).

Rated at 7.5L/100km (xDrive20i) and 7.8L/100km (M35i), after a 130km jaunt, the M35i's trip computer showed 9.8L/100km.

Premium 95 RON or higher is required and the fuel tank holds 54 litres.

For the iX2 xDrive30, consumption was above the WLTP rating. We saw 18.2kWh/100km on our hilly country route which would equate to 356km from a charge of the 64.8kWh lithium-ion battery battery.

The 417km WLTP driving range figure is at 15.5kWh/100km, we'd expect to get closer to the rated figures in more typical urban and suburban use cases.

Regenerative braking was quite pronounced (there are four setting: Adaptive, Low, Moderate and High) and on a descent into Hobart the xDrive30 managed to boost charge levels from 27 to 29 per cent.

As for regular charging, the iX2 will take DC electricity at 130kW, meaning 29 minutes from 10 to 80 per cent. That interval allows you to roam around 290km between charging stops on a long run.

One great aspect of both iX2 variants are their fast 22kW AC charging capability. It means the iX2 can go from flat-full in under four hours, rather than eight hours on an 11kW wallbox.

Though most owners won't have access to three-phase electricity, this suits public charging – such as at shopping centres or destinations – very well.

Another boon is BMW's inclusion of both Mode 2 and Mode 3 charging cables and a 12-month ChargeFox subscription.

Home wallbox installation isn't included in the deal (Lexus offers this with its UX300e) though BMW does offer the service at a cost for those who want it.

It’s a lot of fun, but be prepared to drop any expectations of comfort and safety and simply enjoy the all-in experience of driving a vehicle that steers around like an old school mini-bus and exhibits the ride and handling characteristics of a sugar-cane harvester.

From the massive throw of the big gear stick and old-armchair-like cloth seats to the low-key rumble of the turbo-diesel engine and commanding driving position, spending any drive time in the LC76 is a shedload of fun.

This is not an insubstantial wagon and it’s unwieldy on suburban back streets and parked-in city lanes, especially if you're used to driving zippy urban-friendly SUVs.

When you drive it, the 76 feels tall and narrow, but it still somehow feels well planted on the road, unless you're driving over-energetically, and you soon get used to its lumbering attitude.

Visibility is impressive all-around and that turbo-diesel offers ample responsiveness when you need it to, Unfortunately, it doesn’t have the deep rumble of the ol’ V8 but it’s pleasing, nonetheless.

Steering is truck-vague, there is body-roll when you pitch it into sharper corners and the brake-pedal action is spongy, rather than direct.

The five-speed manual gearbox is well matched to this four-cylinder engine and with the taller fifth gear sorted out a few years back the LC76 overtakes with ease and is an easy drive on open roads. Though Toyota has fine-tuned the gearbox to better suit this engine, I wouldn't mind another gear in this thing.

The 76 is noisy because it's a tall, boxy wagon that monsters its way through the air as opposed to slipping smoothly through it like a 4WD ninja. And there's wind-rush around this 76's big wing mirrors and its chunky snorkel (mounted on the driver-side A-pillar in our test vehicle).

It always feels like a window's open or a door's not shut properly in the 76 because this wagon is as draughty as an old house. But those quirks are part of this wagon’s charm and I don’t mind them, at all.

Anyway, to the off-road bit.

This is a purpose-built 4WD wagon and it remains as brutally effective off-road as it's ever been.

As standard, the 76 has part-time four-wheel drive and auto-locking hubs. And in GXL guise it has locking front and rear diffs as standard.

Off-road angles are 33 degrees approach and 23 degrees departure, as well as 290mm of listed ground clearance and a 700mm wading depth, which all check out.

Its suspension set-up – coil springs at the front, leaf springs at the rear – yields a comfortable ride over poorly maintained back roads and corrugated gravel tracks.

Low-range gearing is great and there's plenty of torque available at low revs and the 76’s 4WD set-up offers impressive flexibility when you're in low-range 4WD.

The 76 also has front and rear diff locks (dial-operated from the driver seat and standard on the GXL), as well as driver-assist tech, such as hill-start assist, to call upon.

The 76 has live axles front and rear and wheel travel is decent, so you're generally able to stretch a tyre to the dirt for more traction.

It’s worth noting the 76's wheel tracks are still set at different widths from front to rear – 1555mm wide at the front (because of the line-up's now discontinued V8 engine and large radiator) and 1460mm wide at the rear – but that’s of little consequence in general daily driving or even 4WDing.

This 4WD rides on bush-friendly 16-inch alloys, shod with light-truck construction Dunlop Grandtrek AT1 (265/70R16 115R). Good size rubber and there’s a full-size spare as back-up.

Unbraked towing capacity is listed as 750kg while braked trailer capacity is 3500kg. The 76 Series has a gross vehicle mass (GVM) of 3510kg and a gross combined mass (GCM) of 7010kg.

For reference, the Ineos Grenadier offers a GVM of 3550kg and a GCM of 7000kg, so it’s a close weight race with the 76.

The previous-generation X2 always felt a bit more Audi or Volkswagen than BMW in the way it went down a road.

This latest iteration has a secure, dynamic balance more in-keeping with the blue-and-white roundel and is far more impressive than its predecessor.

We spent our first leg in the performance-oriented M35i. The punchy engine, front-biased AWD and slick transmission felt just right in the sporty small SUV.

It sits 15mm lower than the other variants on differently tuned springs and adaptive dampers.

The M35i holds onto the tarmac like a limpet with minimal body roll at very high limits partly thanks to the efficiency-oriented 245/35R21 Continental Eco Contact 6 Q tyres.

Yet this comes at the cost of adjustability. With such tight rebound damping in Sport and Sport Plus modes, the M35i's body is too tied down. Even in Comfort, the M35i hopped and fidgeted over Tasmania's broken tarmac, a trait not aided by the 21-inch alloys.

We would have preferred more build-up in the steering weight, too, given the sporting intentions. That chubby wheel rim does its best to remove any sensation of feedback, too.

BMW's iDrive is mostly fantastic except when it comes to changing drive modes, which you need to do fairly regularly in the M35i.

More than just normal – or Personal here – there's configurable Sport and Efficiency modes. There's also Digital Art and other less useful options.

Thankfully, the xDrive20 is much sweeter. Even optioned up with the 20-inch alloy wheels the ride is a lot more agreeable and well-suited to Tasmania's lumpy roads.

All the damper modes were usable with Sport providing welcome extra support without being too strict. Turning into corners felt more natural in the xDrive20 thanks to a bit more body roll which helps communicate grip levels.

The xDrive20i did feel low on grunt after the M35i and iX2 xDrive30 but that was only in a direct comparison - grunt levels were plenty once accustomed. We did miss the M35i's front limited-slip differential on loose surfaces, but it wasn't a deal breaker.

Seeing that the iX2 xDrive30's kerb weight was 325kg higher than the M35i (2020kg) set alarm bells going initially. That's a lot of extra weight for a 'small SUV' to be carrying around, and is beyond a Tesla Model Y Long Range (1979kg).

The iX2 uses the same kinematics and suspension components as the petrol cars but in completely retuned states. Encouragingly, the result is rather excellent.

You do notices the weight when pushing through patchily surfaced corners. The iX2 bobbles and hops occasionally as you approach the damper's limits, but to their credit they never gave up.

That light steering – which is frustrating in the M35i – aids to disguise the xDrive30's extra mass, too. As all X2's are front-biased AWD models, they never quite reach the dynamic heights of BMW's Cluster Architecture models.

Still, grunt is prodigious and, although it's officially slower than the M35i, the xDrive30's rolling response is predictably excellent. BMW has done a great job calibrating the regenerative braking, too.

I found Moderate was my preference, and because the brake pedal blends caliper and regenerative forces you lose precious little range from not having it jacked all the way up.

The iX2 is quiet inside, too. There's almost no wind intrusion and tyre roar is kept to a bare minimum inside, especially impressive given that the M35i sends quite some road noise into the cabin.

Returning through Hobart's outer suburbs, we notice some shortcomings. The iX2's high bonnet, low-set seating position and letterbox rear glass with protruding rear lip spoiler mean visibility is compromised. The X1 doesn't suffer from such issues.

That's the cost of visual flare and the excellent 360-degree camera and head-up display help to alleviate guesswork and keep eyes on the road.

The M35i didn't feel the most complete on the road. If you're chasing a sporty coupe statement at this kind of price, the BMW 230i coupe is a great driver's car.

Instead, you're better to spend money on either the xDrive20i or iX2 xDrive30 with some choice options and enjoy a slick coupe SUV driving experience.

The BMW X2 and iX2 are yet to be rated by ANCAP or Euro NCAP.

The X1 and its electric cousin scored five star ratings in 2022 under a less stringent set of tests.

Standard safety equipment includes seven airbags, frontal AEB with day/night pedestrian and cyclist detection, blind-spot monitoring, adaptive cruise control, speed sign detection, lane-departure warning, lane-keep assist and driver attention monitoring.

Systems such as anti-lock brakes, electronic bake force distribution and electronic stability control are all standard.

The 2026 76 Series is covered by a five-year/unlimited km warranty.

Service intervals are scheduled for every six months/10,000km (whichever occurs soonest) and it has to be said that those intervals are short compared to other vehicles.

Cost per service for the LC70 is $545 for five years or 100,000km (up to the first 10 services) for a total cost of $5450.

For reference, Ineos offers a five-year/unlimited km warranty for the Grenadier, with servicing scheduled at 12-month/15,000km intervals at a total approximate cost of $4626.

Since 2022, BMW has backed all of its cars with a five-year/unlimited kilometre warranty.

You’ll need to service the iX2 ands X2 based on condition, rather than kilometres traveled. The multimedia system will prompt you when it's time to visit a workshop. 

You can pay upfront for service plans with BMW: a five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.