Toyota Land Cruiser Reviews

Richard Blackburn road tests and reviews the Toyota LandCruiser Sahara with specs, fuel consumption and verdict at its Australian launch.

Toyota largely built its enviable reputation for toughness and reliability on big, lusty four-wheel drives like the Prado. Regarded as the LandCruiser's little brother, the Prado is a big wagon that is able to cope with life in town. New It can accommodate up to seven in reasonable comfort, with some space left over

We Aussies love our V8s. The history books say it, the Bathurst fans say it, and now there are more than 500 cash-paid deposits for the GTS from Holden Special Vehicles that prove it.The overwhelming support for the supercharged 6.2-litre Big Dog, and the rest of the HSV pack that's romping to a sellout V8 success of more than 3000 cars in 2013, shows there is still a place for old-school muscle in the modern world.But not at Nissan, where the all-new, petrol V8-powered Patrol is a disaster. Things are so bad that the geriatric superseded model is continuing alongside the newcomer and still finding plenty of friends.Nissan dealers have a backlog of unsold 5.6-litre V8 heavyweights and there is a growing backlash from long-term Patrol fans who cannot see the point in the company's new off-road flagship. It's nicely cushy, but it costs anywhere from $82,690 to $114,490 - a sharp jump from $53,890 to $57,390 for the old one - and there is no diesel engine.It's not just that, as the new Patrol also arrived in Australia more than 18 months late and - because development was focussed on wealthy Middle East buyers with no petrol paranoia - carrying the sort of specification that only works for a very limited number of people who are probably more interested in a Porsche Cayenne or Benz GL.Nissan has only sold 1600 of the new Y62-series Patrols this year and, to put that into perspective, more than 6000 people have driven away smiling in a new Toyota LandCruiser 200 Series in the same period.Nissan even resorted to a $1500 petrol voucher for a while to try and get things moving, but that's only 1000 litres - give or take, mostly take - in today's world, and the hulking Patrol can easily guzzle at 25 litres of unleaded for every 100 kilometres under the treads if you're towing something big or crawling off the blacktop.So it seems V8 engines have become a case of horsepower for courses. They are still fine for HSV fans who want something fun and fast, and also for Mercedes-AMG buyers who want flashy and fast, but not for family-focussed suburban work, or towing and off-roading.Even the latest Range Rover, the current Carsguide champion in the top-end SUV stakes, is most popular with a turbodiesel V8 despite prices that can balloon to $250,000. So, what makes the difference in the world of V8s? "I think there is a performance market still in Australia, and people want great cars," the head of HSV, Phil Harding, tells Carsguide. "I think there is still a passion in Australia for V8 performance, and sporting saloons that deliver excitement. We're fulfilling a need and a demand."

The growing popularity of SUVs has seen many of the breed dilute the off-road skill set to accommodate more civilised road manners -- but not this lot.Certainly less agricultural than their forebears, these three examples still have more than enough gumption to gallop down the Gunbarrel Highway or amble along the Oodnadatta Track.The phrase “King Off The Road'' has long been associated with the Toyota LandCruiser and there's nothing to suggest it's a royal fraud.The Japanese brand has built much of its reputation on the back of this beast -- wags will joke that if you want to get somewhere, take a Land Rover -- but if you want to get home again take a LandCruiser.The Toyota's debut was as a workhorse in the 1960s, covering rough ground around the Snowy Mountains Scheme, and its legend has grown from there. The throne is currently occupied by the 200 Series, updated in late 2009.The pricing was a reflection of the demand and Toyota was charging mid-$80,000 for the entry-level GXL wagon. But for towing a caravan, horse float or a boat, there wasn't much that could touch the Toyota's 3500kg braked towing capacity.New vehicle sales figures reflected that, with the LandCruiser regularly outselling Nissan's Patrol by two to one. The Patrol has a long heritage in Australia as well, stretching as far back as the LandCruiser.In 1962, geologist Reg Sprigg and family travelled across the Simpson Desert in a G60 Nissan Patrol, the first vehicle to complete the journey. The Patrol nameplate took hold in the 1980s and has been a part of the 4WD scene ever since.The brand just launched its new model -- with no sign of a diesel engine -- so we'd be inclined to look back to when it had a turbo diesel under its squared-off snout. A left-field choice in this segment is the Jeep Commander, a model that never took off in Australia but had seating for seven, turbo diesel power and the off-road cred that comes with a Jeep badge.There were petrol six- and eight-cylinder options but the 3.0-litre turbo diesel V6, teamed with a five-speed auto, had ample torque and a reasonable thirst. Not a stellar sales performer for the US brand, it fell victim to belt-tightening brought on by the GFC, but if you're not interested in a Japanese giant it might fit the bill.HOT TIPSCheck for signs of water intrusion and rust, as serious off-road expeditions gone awry (as well as recent floods) can have rusty consequences.Diesels are generally more frugal and a lot easier to feed in the Outback, where PULP and ULP can be in short supply.Check the fine print on the towing details, as some 4WDs make big boasts but fall over in the capacity details.2010 Toyota Landcruiser GXLEngine: 4.5-litre V8 turbo dieselTransmission: 6-speed automaticThirst: 10.3L/100kmCARSGUIDE SAYSThe 200 Series took Toyota's full-size diesel 4WD into the realm of the turbo diesel V8, which meant lots of torque, as well as genuine off-road ability and room for eight. Cloth trim, stability control, dual-zone climate control, six airbags and money-can't-buy heritage.2012 Nissan PatrolEngine: 3.0-litre 4-cyl turbo dieselTransmission: 4-speed automaticThirst: 11.8L/100CARSGUIDE SAYSLife in the shadows of more popular 4WDs has kept Patrol prices sharp. Three rows of seating, 17-inch alloys, cruise control, airconditioning and stability control are among the features in this full-size off-roader. It was much cheaper than the corresponding 'Cruiser when new and remains a cheaper proposition in the used market.2007 Jeep Commander XH WagonEngine: 3.0-litre V6 turbo dieselTransmission: 5-speed automaticThirst: 10.5L/100kmCARSGUIDE SAYSThe brand has long been known for building off-roaders -- its heritage dates from WWII. Jeep is not as adept at ergonomic interiors as the Japanese but the brand's charisma tends to offset niggles. A genuine seven-seater that will get off the beaten track when asked.

Nissan Patrol ST-L V8 and Toyota Landcruiser 200GXL go head-to-head in this comparative review.

If you want a definition of the term `workhorse' look no further than Toyota's 70-Series LandCruiser. Whether it's carrying miners or carting hay bales in every farming community in Australia, the 70-Series is hard-working 4x4 that earns its keep day-in day-out, year-in, year-out.To put the 70-Series through its paces we took it to where it is most relevant: the pastures of south-east Queensland and a disused tin mining area, now known as Sundown National Park, just south of Stanthorpe, a 4WD-only park.About the first thing you notice when you leave the urban environment in south-east Queensland is the number of 70-Series single cab utes on cattle properties. These vehicles are rarely seen in major towns. Go to a mining area and the 70-Series that dominates those sites are wagons known as troopcarriers or in the vernacular `troopies'.VALUEThe LandCruiser 70 is an old-school 4WD that comes as either a wagon or a cab chassis, the latter range recently expanded to include the option of a dual cab. While the addition of the rear seats was primarily for the mining and rural sectors, we would not be surprised to see a few picked up by serious off-roaders as the family getaway vehicle.Our test vehicle was the dual-cab cab chassis in top-of-the-range (GXL) spec. This means differential locks are standard, remote locking with a new key fob and a new in-dash clock with multi functions. Just to keep owners grounded the 70-Series still has manual front locking hubs and rear suspension leaf springs.All variants are powered, and we mean powered, by a 4.5-litre V8 turbo diesel engine.TECHNOLOGYThis is where the 70-Series gets exciting. This 4.5-litre V8 turbocharged and intercooled engine develops 430 Nm of torque, on tap from just 1200 to 3200 rpm run through a five-speed manual gearbox. There is a transfer box with low range gearing and options of 2WD, 4WD high and 4WD low.The GXL also comes standard with front and rear differential locks available in 4WD high and low at the flick of a switch to the left of the steering column, firstly engaging the rear diff lock and if needed the front diff lock.DESIGNSince being introduced in 1984 as a replacement for the FJ40 series, the 70-Series has externally not changed a lot. It has an angular body that replaced the curved lines of the FJ40 line.Those original FJ40 smooth lines are now apparent on the Toyota FJ Cruiser, introduced in early 2011. The dual cab 70-Series ute is all about function and that is reflected in the basic design.Like the rest of the vehicle, the interior is designed for function not for looks. With a fair step up to get into the 70-Series there are seven grab handles to make it that bit easier for all five passengers. The front seats are comfortable, but lack a centre armrest.Also missing is cruise control, which is surprising given these are basically rural-use vehicles. The dash and instrument layout is user-friendly. We like the small rectangular mobile telephone holder just in front of the cup holder. We also liked the location of the 12V outlet that we used for our GPS.The rear seat has a fairly upright back and would test comfort levels for adults on long hauls. The rear seat has a fold and tumble ability should you need secure interior cargo space. The air conditioning worked well in hot, trying conditions.SAFETYThe bad news is this. Toyota will not be upgrading the 70-Series to modern safety standards and so the vehicle is likely to end production in around four years. In short one of the major customers for the 70-Series is the mining industry that is now, understandably, demanding 5-Star safety standards.Toyota is already developing the HiLux to these standards and is on the record as stating the 70-Series will not be upgraded with the likes of six airbags and stability control. As is stands the 70-Series has a three star rating but has just two airbags and recently gained ABS brakes. So this much loved fourby has entered the home straight in its 29th year.DRIVINGFor a vehicle that runs a pretty basic rigid live axle suspension, with leaf springs at the rear, the 70-Series handles remarkably well. Yes, the rear end can get a little twitchy on rough surfaces at speed and those same springs cause a pitching feeling on-road, which we suspect would calm down greatly with a load in the tray or a couple of passengers in the rear seat.On-road the vehicle has plenty of oomph, despite the gearing being aimed at slower, off-road conditions. In our drive out to Sundown we were rarely passed and the vehicle ate the steep Cunningham's Gap for breakfast in fifth gear. Although most of the tracks are not difficult they are rough-as-guts and it took around two hours of solid driving to travel 20 km. For most of the drive we used high range second gear, thanks to the enormous amount of torque on tap between 800 and 1200 rpm.VERDICTThe 70-Series GXL dual cab may well find a home with 4WD fanatics that like off-roading in difficult areas. They will not be disappointed. It may be old-school, but it's a hell of a truck.MODEL RANGEWorkmate 4.5-litre turbodiesel single cab chassis: $58,790 (manual)GX 4.5-litre turbodiesel single cab chassis: $60,790 (manual)GXL 4.5-litre turbodiesel single cab chassis: $62,790 (manual)Workmate 4.5-litre turbodiesel double cab chassis: $63,990 (manual)GXL 4.5-litre turbodiesel double cab chassis: $67,990(manual)Troop Carrier Workmate 4.5-litre turbodiesel five-door wagon: $65,790 (manual)Troop Carrier GXL 4.5-litre turbodiesel five-door wagon: $67,790 (manual)Workmate 4.5-litre turbodiesel five-door wagon: $59,990 (manual)GXL 4.5-litre turbodiesel five-door wagon: $64,290 (manual)Toyota LandCruiser 70-Series GXL 4.5-litre turbodiesel double cabPrice: from $67,990Engine: 4.5 litre turbodiesel, 151kW/430NmTransmission: 5-speed manual, 4WDThirst: 11.9 L/100km 

It takes a bit of getting your head around, the fact that Toyota's $84,000 GXL Landcruiser doesn't have a trip computer.I mean, you pay that much for a car and you expect a bit of kit, like a computer telling you how many kilometres you've got to go before you're empty. It's not right.THE LINEUPThe eight seat V8 GXL is the family wagon and entry point to the petrol range, priced from $83,990 plus on roads.You can get a cheaper, lesser equipped GX from $77,990 but its a five-seater and available only as a diesel, (did I say only because diesel is the way to go with a truck this size). Top of the range Sahara is incidentally equipped with the same diesel, priced from $118,990.NEW V8It's lost a litre but the new 4.6-litre V8 is more powerful and more importantly more fuel efficient. It's good for 228kW of power and 439Nm of torque at 3500 revs and is paired with a 6-speed automatic.Fuel consumption is rated at 13.6 litres/100km but that's on a good day because at 2600kg this is a large vehicle no matter which way you cut it. It has a 138-litre fuel capacity which means you won't see a lot of change from $200 filling up from dead empty. The upside is a theoretical range of 1000km plus.ON ROADIt's a great view from up here. You look down on just about everyone and it affords plenty of warning of traffic snarls up ahead. That's a good thing because you don't want to make any sudden moves and squash anyone. For its size though it's incredibly smooth and quiet, with a smooth changing auto. Roundabouts and speed humps are hardly noticeable.OFF ROADOff road the Landcruiser reigns supreme, challenged only by long time rival the Nissan Patrol and more expensive offerings from Benz and Land Rover. When the going gets tough this is the vehicle you want under your bum. And, despite what others might suggest, the auto makes the whole off road thing much easier just put it in D and you're good to go.There's also sorts of electronic aids these days to take the guess work out of four-wheel driving, including the kinetic dynamic suspension system (KDSS) and crawl control with turn assist which helps maintain a constant speed.With the centre diff locked, 225mm of ground clearance and a wading depth of 700mm, almost nothing will stop it. The locally developed KDSS system provides greater wheel articulation off road and controls body roll on road.SAFETYIt's been around since 2007 but apparently hasn't been tested yet (last one got four stars).GOODIESWhile it doesn't get a full featured trip computer it does unaccountably get plenty of other things like Bluetooth, a reversing camera and touch screen satellite navigation. Having said that the sound quality from the audio/satnav system is terrible. There's also smart entry, twin zone climate air, cruise control and steering wheel audio controls.VERDICTCan't help wondering if the Kluger might not be a better option. I know we bang on about Kluger being too thirsty but it has nowhere near the thirst of this monster, particularly if you don't need its off road capabilities?Diesel though more expensive would be a wiser choice. Good to know it qualifies for capped priced servicing, at $210 a pop for six services, 60,000km or three years whichever comes first.Toyota Landcruiser GXLPrice: from $83,990Warranty: 100,000km 3 yearsWeight: 2685kgEngine: 4.6-litre 8-cylinder, 228kW/439NmTransmission: 6-speed automaticThirst: 13.6L/100km, 313 CO2 emissions

Carpet killed the concept of hosing out your car, swirling down the same hole in the ground as the Dodo. It used to be a quick way of cleaning out the car, ute or 4WD.Now, thanks to carpets, it's a huge non-no. Well it was until Toyota presented this family wagon with rubber floors. Now the hose is in action and after a day larking about in beachside dunes, the sill-less floor of the Land Cruiser 200-Series GX is shiny new.The GX gets the serious drivetrain of the GXL and Sahara in a unique body with rear barn doors, pared back luxury items and a $11,000 price cut on the $88,490 GLX diesel. In terms of value and performance it is, seriously, the best 200-Series you can buy.VALUEThe 200-Series GX costs $77,490 and comes only as a V8 turbo-diesel with an automatic transmission. The drivetrain is sh ared with the other 200-Series diesels and isn't the same as the more agricultural 70-Series range.  Toyota has kept the hard-edged bits - full-time 4WD with centre diff lock, six-speed auto, electric-shift transfer case, full steel-plate underbody protection, 17-inch wheels, 138-litre fuel tank, snorkel, hill descent, a “crawl” program (cruise control for snails), and the wide-mouth barn-door access.But it gets aircon (it's optional in the rival 70-Series), electric windows and mirrors, alloy wheels, cruise control, remote locking, Bluetooth with iPod/USB connectivity and top-shelf safety fittings. It misses out on remote push-button start, seven seats, 18-inch alloys, park sensors, sat-nav, reverse camera, chrome trim and Kinetic suspension. I'm sure we can live without them.TECHNOLOGYThe V8 is the big 195kW/650Nm bi-turbo oiler. It's based on the same 4.5-litre V8 in the 70-Series models, but the 200's extra turbocharger gives 44kW/220Nm more oomph. It is mated to a six-speed sequential auto which drives all wheels. There's an electrically-activated transfer case for the switch from 4WD High to 4WD Low.The GX doesn't have the WA-developed Kinetic long-travel, disconnecting suspension of the other 200s. The focus is on off-road durab ility, so all the high-end dirt-related equipment is retained (hill descent, the crawl system and so on) while pretty things like the chrome strips, sat-nav, extra speakers and seven seats are ditched. The 17-inch wheels give owners a much bigger tyre choice from street-oriented to specialist off-road rubber - something the 18-inch wheels can't offer.DESIGNThe barn doors - vertically-hung rear doors with the left-side being half the size of the right-side door - are the give away to this model. There's also the big, ugly black air intake snorkel that sna kes along the right-side windscreen pillar, though it's an option on all 200s. There's 17-inch alloy wheels and a fat, black grille. Open the door and there's rubber floors and seating for five (other 200s take seven) though it's not as basic as you'd think.Seats are cloth-covered, comfortable and offer plenty of travel. Cabin space is substantial - well, it's the size of an apartment block - and flexible with a split, tumble-fold rear seat. Dash treatment is attractive offering clear, easy to use instruments and switches.SAFETYThe big wagon doesn't have a crash rating though I suspect it, like the 100-Series, is a four-star car. There is a host of electronic aids  including stability and traction control, hill ascent (crawler) and descent, brake assist and even ABS on four huge ventilated-disc brakes. There's six airbags and a full-size spare. It stands 2m high so placing the occupants higher than a passenger car which indicates potential for less injury in side impacts (with a smaller car), though arguably the tall height also makes the wagon more suspect to rollovers.DRIVINGIt's comforting to hit the sand and know you have 138 litres of fuel on board to get you out and back. It's even better when, with the 17-inch Dunlops down to 17psi, you feel the GX float over some impossibly sticky terrain while hardly slowing down. It's a massive car - over 3-tonnes with fuel and myself aboard - but so confident in really poor offroad conditions.It's a snap to drive unless you plan to park it. The bi-turbo V8 diesel engine so flexible down to 1000rpm, that it makes flicking the switch to 4WD Low seem almost unnecessary. On the bitumen it eats the kilometres, lopping along at 100km/h at 1700rpm. The six-speed auto is smooth and the sequential shift makes easy work of tasks such as slow off-road work and towing up to 3.5-tonnes. Above all, it's very comfortable - even in this base spec.Missing out on the Kinetic system doesn't appear to make much difference. Fuel economy, however, isn't great. Toyota claims 10.3 L/100km but a day in the dirt and the long country road in between drank at the rate of 16.1 L/100km. Thanks for the big fuel tank. The barn doors open to 90-degrees (no further) so it's easy to load big cargo and, with the rear seats tumbled forward, four mountain bikes without removing their front wheels.VERDICTMinimalistic, extremely capable and relatively affordable. One of the best 4WDs.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Toyota's top of the line Landcruiser 200. Fitted with a V8 turbo diesel and all the trimmings.How much?Deep breath. $118,490 plus on road costs. That's a lot of money for a Toyota no matter how good it might be (mind you it's cheaper than the $140K Lexus)What are competitors?The aforementioned Lexus (brothers under the skin), top of the line Discovery and maybe the Ranger Rover Sport? Top of the line Patrol is not in the same ball park at just over $70K.What's under the bonnet?4.5-litre twin turbo V8 diesel. Kicks out 195kW of power and 650Nm of torque from 1600 revs. It's hooked up to a 6-speed automatic, with full time four-wheel drive. Can tow 3500kg.How does it go?Effortless is probably the best description. But it's a big wobbly truck that doesn't like to be hurried through corners. Off road however it has few rivals. Multi-Terrain Select that regulates wheel-spin in tough off-road conditions with five driver-selectable modes: rock, rock and dirt, mogul, loose rock, mud and sand.Is it economical?The diesel is rated at 10.3 litres/100km. We were getting 11.9 after 300km, with 600km to go according to the computer. With a 138 litre tank it has theoretical range of 1340km. At $1.42 or so a litre for diesel that still around $15 per 100km.Is it green?Make that a no. Gets only two stars from the Govt's Green Vehicle Guide. Benchmark Prius gets five.Is it safe?It's been around since 2007 but apparently hasn't been tested yet (last one got four stars).Is it comfortable?Like a loungeroom. Lots of leather and wood and it feels like you're driving on pillows. The beige/brown decor is real old school.What's it like to drive?Think big. Generally quiet inside. Smooth and responsive in a straightline, but gets out of shape easily with too much corner speed. Like the digital speedo display. Better satnav but misses out on speed camera warnings.Is it value for money?Additional kit includes Multi-Terrain Monitor with four cameras for checking terrain hazards. Also has four-zone air and airconditioned front seats, upgraded navigation system, power-operated tailgate, and three-position memory for the power driver's seat, steering wheel and exterior mirrors. Kids will like rear seat DVD with three pairs of wireless headphones.Would we buy one?Probably not. Unless we needed the seven seats we'd opt for something smaller and more dynamic.

There’s something very Australian about the Toyota LandCruiser. Ever since 1949 when the first ever ‘Cruiser was privately imported to work on the Snowy Mountains Scheme this big rugged off-roader has been the yardstick against which all other serious 4WDs have been measured.Our distinctive local conditions make it an ideal market for the big 4WD and a considerable amount of development work and testing is carried out here. Rather than rest on its laurels as the perennial best seller in its category, Toyota gave the LC200 an upgrade in March 2012 with a facelift, extra equipment, improved off-road technology and a new more powerful V8 engine.VALUELandCruiser buyers get plenty of choices. Apart from the two engines there are four equipment levels, in ascending order GX, GXL, VX and Sahara with prices ranging from $77,990 for the diesel-only GX to $118,990 for a diesel Sahara. The new petrol V8 is available in the three higher-specced models and is priced at $5000 below the diesel.As well, Sahara has Multi-Terrain Monitor that uses four wide-angle cameras to display hidden terrain hazards on a 7.1-inch multi-function display. Standard features in all Toyota LandCruiser models include front, side and curtain airbags, stability and traction control, multi-terrain ABS brakes and luggage tie-down hooks. VX and Sahara get the added safety of driver and front passenger knee airbags.Also standard are cruise control, enhanced with the Toyota CRAWL system for heavy terrain driving, tilt and telescopic steering wheel adjustment, and Bluetooth/USB/Auxiliary inputs.LandCruiser GXL adds a rear spoiler, satellite navigation with a new 6.1-inch touch-screen audio system that includes a single CD and USB input and reversing camera. In addition to these features the VX model has the Multi-Terrain System mentioned previously, rain-sensing windscreen wipers, auto-retracting side mirrors and front and rear parking sensors.Standard in the flagship LandCruiser Sahara are rear seat entertainment with a 9-inch LCD display and three wireless headphones, power back door, larger (7.1-inch) LCD screen incorporating an Electro Multi Vision (EMV) system that controls a numbers of features including air conditioning, audio, Bluetooth and satellite navigationToyota LandCruiser is a big vehicle with all the advantages and disadvantages that entail. On the plus side there’s plenty of interior space (head, leg and shoulder room) for up to eight occupants. Six adults and two children can travel in comfort, a pair of adults in the third row seats would not enjoy the trip.DESIGNThe visual changes to the 2012 LandCruiser include new grille treatments that vary according to model levels and include new chrome surrounds, revised bumpers, new colour and interior trim choices.Even with all seats in place there’s a reasonable amount of storage space. This can be expanded by folding the third row seats up against the side of the luggage area.There’s plenty of in-cabin stowage space including a large, practical centre-console box, large door pockets that can take large drinks bottles and a number of other apertures for smaller items.TECHNOLOGYThe new V8 petrol engine drops from 4.7 to 4.6 litres, but as we’ve come to expect from the new generation of engines across the automotive industry, not only does it generate more power (up by 12.9 per cent to 228 kW) and torque (increased by 7.1 per cent to 439 Nm at 3500rpm), but there’s also a reduction in fuel consumption (by 6.2 per cent to 13.6 litres per 100km) and CO2 emissions (down by 8.2 per cent to 313 grams per kilometre).Adding to the attraction of the new V8 engine it now gets the impressive six-speed automatic gearbox that so impressed us when we drove the 4.5-litre twin-turbo diesel LandCruiser. The previous V8 petrol was mated to an older five-speed ‘box.Although Toyota has its LandCruiser 70 Series for serious off-road conditions the more urbane 200 Series still ventures off road more often than anything else in its class, so off-road technology in the upgraded model sees the introduction of a multi-terrain anti-skid braking system that detects and automatically adapts to off-road conditions. The existing vehicle stability control and active traction control are assisted by this new ABS system.Adding to the LC200’s already excellent off-road credentials the VX and Sahara now both have Multi-Terrain Select that regulates wheel-spin in tough off-road conditions with five driver-selectable modes: Rock, Rock and Dirt, Mogul, Loose Rock, Mud and Sand.DRIVINGIts handling is softer than the driving enthusiast would prefer but it’s a ‘Cruiser by name and a cruiser by nature and it does what it was designed to do extremely well. That includes NVH (Noise, Vibration and Harshness) suppression and towing, where it has a braked trailer capacity of 3500 kilograms.Long distance cruising is further enhanced by the inclusion of twin fuel tanks with a capacity of 138 litres (93 litres in the main tank and 45 litres in the back up tank).The downside to such a large vehicle is that it can be difficult to get into and out of for the less agile and it can be a handful to manoeuvre around the city and suburbs.