Toyota Land Cruiser VS Audi Q7
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
- Sleek design.
- Great cabin.
- Still strong engine.
- Not much cheaper than the 200kW.
- Some options are ludicrously priced.
- No CarPlay or Android.
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.
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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|
Audi’s big banger Q7 relaunched late last year with a slimmer-hipped, lower slung replacement for the old bruiser.
There are a few bits missing that are standard on the more highly powered version, so with a relatively narrow price difference, is it a good fit for options-box tickers?
|Engine Type||3.0L turbo|
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 200kW Q7 is a brilliant car and the 160kW is little different. It’s hard to make the economic case for spending less, though, as options will quickly land you in 200kW price territory unless, of course, you’ve stretched yourself for the $96,300 in the first place.
If you have stretched, you’re getting an even better overall car than the excellent BMW X5. The fundamentals of the Q7 are such that you could almost whack the 2.0 TFSI from the A3 in it and it would still be just fine.
Does the Audi Q7's new styling sway you or is the options list too pricey? Tell us what you think in the comments below.
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 new Q7 is, thankfully, a lot less imposing than the first generation. That car really did loom and as time went by it became ever more covered in bling. The restraint of the new car is admirable (and good business sense – there’s bound to be a bigger Q8 before long) and looks more like a jacked-up wagon than a full-on SUV.
As is Audi’s wont, there’s lots of aluminium, particularly in the MQB Evo chassis itself (shared with some pretty posh things like the Bentley Bentayga) as well as doors and bonnet.
Despite being smaller, there are still seven seats in the Q7, with a reasonably accessible pair of rear pews providing you’re at least four years old and in possession of two working legs. That third row gets its own air-conditioning vents, cupholders (there are six in total) and somewhere to store your ration of Smarties.
The middle row of seats can be slid fore and aft through about 15cm to liberate or rob the third row of space. The middle rear seat passenger does have to contend with a fairly solid transmission tunnel, however.
Storage is well scattered around the cabin, with four bottle holders, a shallow bin under the centre armrest and a few cubby holes here and there to supplement the good-sized glove box. Audi says the minimum boot volume is 770L with the third row of seats down and 1955 with both rows folded away. With the third row up, an educated guess says somewhere in the region of 300L is still available. There's also ISOFIX child seat mounts for all five rear seats.
The driver gets a clean, clear dashboard with two big dials flanking the central info screen and, as usual, everything is spot-on ergonomically. The dash is considerably less visually weighty than the old car, with full width air-con vents, the middle section blowing diffuse air so you’re not in a windtunnel from a 1980s music video clip.
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
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.
With a price just a few thousand down on the original 200kW version, it almost seems like Audi doesn’t really want you to buy the base model. The price difference is “only” $7600. Remember that bit.
Despite the lower sticker, there is a generous equipment list, particularly on the safety front. Standard are a 10-speaker stereo with DAB+, Bluetooth and dual USB ports, 19-inch alloys, dual-zone climate control, blind spot sensor, reversing camera, keyless entry and start, front and rear parking sensors and park assist, cruise control, electric front seats with driver’s seat memory, satnav, bi-xenon headlights with level adjustment, auto headlights and wipers, leather trim (some real, some not), electric tailgate and tyre-pressure monitoring.
Our car had the optional Audi Connect wifi hotspot feature ($750), metallic paint (at a hefty $2400), Assistance Package - which adds adaptive cruise, active lane assist, pre-sense front, traffic jam assist, collision assist and turn assist ($4075), LED headlights ($2800!), Parking Assistance Package, which adds auto-parking and 360-degree cameras ($1300), full body paint finish ($1300) and interior inlays of high gloss black and oak (an even more mystifying $1690). This brought the total to an eye-watering $110,615.
That’s only $5000 less than a similarly optioned 200kW, which has a few more standard additions, more power obviously, bigger wheels and the full digital “virtual dashboard” from the lovely TT. Of course, neither Q7 is particularly cheap. If you’re willing to lose all-wheel drive, you can have a BMW X5 starting at $86,200 for the rear-wheel drive 170kW 2.0 diesel (but only with five seats).
Audi’s MMI system controls the operation of the retractable 8.3-inch screen that rises majestically from the centre of the dash. MMI looks after the entertainment, satnav and various settings of the car and does a fine job of it, supplemented by a generous touchpad for you to write out your destination with your finger, or choose your radio station.
You can also speak in reasonably normal terms to the nav via voice activation and it will take you to the nearest public toilet, or a petrol station or a nearby Italian restaurant.
Engine & trans
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 160kW is the same basic unit as the 200kW, just with the lower power figure and 500Nm of torque (down from 600Nm) to push its 2135kg frame to 100km/h in 7.3 seconds.
Fuel economy, courtesy of the ZF eight speed automatic and stop-start, is a claimed 5.8L/100km and, it must be said, a fairly unlikely figure to achieve. We saw 9.2L/100km on the dash display, which is still pretty impressive for such a large vehicle.
The Q7 is also rated to tow 3500kg with trailer brakes.
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.
It might be down 40kW and 100Nm of torque, but the Q7 still feels pretty nimble for what is a very heavy car, despite its average weight loss of 325kg. The mid-range is very strong, meaning effortless overtaking from rarely more than a toe on the throttle pedal. When your car is this big, the last thing you want to be worrying about is whether it will trip over itself when you’re in the cut and thrust of the school pick up or daily commute.
This is the first Q7 I’ve driven without the air suspension and it was a pleasant surprise. It rode and handled almost as well and you’d have to wonder whether it’s worth the extra outlay. When a press fleet has nothing but air-suspended cars, it makes journalists suspicious; I’m pleased to say there was no need. The only real difference is more noticeable body roll when you’re getting a bit ambitious in the corners. Not really a Q7’s core business.
The steering is quite light but weights up nicely in dynamic mode. It’s tidy in the bends and excels in the wet or dry; its stay with us coincided with some truly apocalyptic rain, which the car simply shrugged off. Needless to say, the cabin is extremely quiet, with just a slight rustle around the wing mirrors and a distant growl from the engine.
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.
Eight airbags, blind-spot sensor, forward-collision mitigation, forward-collision warning, lane-departure warning, rear cross traffic alert and active safety bonnet all add up to the maximum five ANCAP safety stars.
The Assistance Package, which adds adaptive cruise control, active lane assist, pre-sense front (to keep you from crashing into the car in front), collision assist (helps you out with your braking and steering when the car thinks you’re heading into a crash) and turn assist (stops you turning into the path of an oncoming car).
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.