Toyota Land Cruiser VS Isuzu D-Max
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
- 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
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|
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 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 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 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.
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
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.
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.
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.
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.
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.
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
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.
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 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.
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 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.
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.