Toyota Land Cruiser VS Range Rover
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
- New tech is cool
- Supreme road feeling
- Luxurious interior
- Engine power so-so
- Cost of options
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.
Explore the 2017 Toyota LandCruiser Range
Toyota LandCruiser 70 Series 2016 review | first drive video
Toyota LC76 LandCruiser GXL 70 Series wagon 2017 review | road test video
Toyota LC78 LandCruiser TroopCarrier GXL 2017 review | road test
Toyota LandCruiser 70 Series dual cab 2016 review | snapshot
Toyota LandCruiser 70 Series single cab 2016 review | snapshot
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|
Range Rover. Straight away, you know exactly what I'm talking about. Despite a growing model line-up that now includes the Evoque, Velar and the Range Rover Sport, just about everyone on Earth pictures the brand's big bruiser whenever they hear the name.
A true motoring icon, it might have started life as a posh farmer's tool, but it is now a fixture on suburban driveways everywhere. Big and bold, it's now far more stylish than the utilitarian original, yet still manages to be super-impressive off-road. I know this because I once drove one up a river. Not across, but up. Against the current, in water almost a metre deep.
For 2018, the Range Rover's interior has scored an upgrade and, as ever, a minor tweak in the specifications. But it's still a car that has few genuine rivals.
|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 Range Rover is a car everyone knows - it's amazingly capable off-road, actually seats five full-size humans and casts a (huge) stylish shadow like no other. Now well into its sleeker fourth generation, it's ageing well and still holds its position as king of luxury SUVs, despite pretenders piling in from all corners.
I wasn't expecting to like the Range Rover. I knew I would respect it, but like? It turns out it's super-quiet, relaxed and, if you spend a few more bucks, has all the gadgets you need to manouevre it about and enjoy the ride, long or short.
Is the Range Rover still top of the pile? Tell us what you think in the comments.
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.
One of the extraordinary things about Land Rover and sister company Jaguar is the sheer consistency of the design teams over the past decade or so. The Range Rover is a hefty machine, and while it looks big, it does not look as overbearing as a car five metres long and over 180cm tall could.
No, it's not a lithe CX-9 approach, but it maintains the muscular Rangie look with the blacked-out pillars and floating roof and the now-signature laid-back grille and lights. And on our black car, the blacked-out gills on the front doors looked terrific - sometime the lighter-coloured versions look a bit cheap.
Inside is swathed in leather with wood or, if you prefer, metallic finishes. Everything looks and feels substantial. The new 10-inch screen looks a lot more modern than the older version, and it sits atop a redesigned centre console with the new HVAC controls. The old dials on the steering wheel have also been replaced with touch-sensitive dials with digital displays. It's a nice mix of traditional shapes with advanced tech.
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.
From the get-go, it's huge inside. There is lounging-room aplenty in the first and second rows, and rear seat occupants score their own set of climate controls.
Storage is everywhere, with two deep bins in the front and two front cupholders that slide away to reveal a space big enough for a beagle (okay, slight exaggeration). The rear also features two cupholders and each door will hold a bottle.
Boot space starts at a massive 639 litres and expands to 1943 litres with the rear seats down. There's a ton of space in the boot for things or a hefty dog.
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.
The Vogue TDV6 starts at a fairly hefty $190,000. You might think that's a lot of money for a seven-seat SUV - and you'd be right.
You do alright for your money, though. The list contains 20-inch alloys, climate control, keyless entry and start, a comprehensive safety package, twin-view front screen, dynamic dampers, front and rear parking sensors, cruise control, digital dash, electric heated front seats, auto LED headlights, auto wipers, acoustic heated windscreen, heated rear seats, partial leather seats, head-up display, active air suspension, heated steering wheel, powered gesture-activated tailgate and a full-size spare.
The new 'InControl' system now pairs with an all-new 10-inch touchscreen, and it looks terrific. The system is finally making some inroads (sorry) into the German competitors' in-car multimedia dominance.
Obviously it has sat nav, but it also has DAB, a Wi-Fi hotspot, a TV tuner, app connectivity (iffy, if I'm honest), and various off-road based stuff. The 13-speaker stereo is a belter, but, frustratingly, no Apple CarPlay or Android Auto. JLR keeps saying "watch this space", and after Mazda recently proved me wrong, it's a claim I'll take a little more seriously.
The car I had for the week also had the 'Pixel Laser' LED lights ($6490), 22-inch gloss black wheels ($5110), sliding panoramic roof ($4420), adaptive cruise ($3600!), black exterior pack ($2730), 'Vision Assist Pack' (foglights, interior ambient lighting and around-view cameras; $2040), Park Pack (rear cross-traffic alert, and side parking sensors; $1280), laminated windows ($830), 'Drive Pack' (blind-spot monitor; $820), wade sensing ($600), ebony headlining ($680), and few extra bits taking us to a grand total of $222,440.
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.
Being a Range Rover, it's obviously all-wheel drive with a centre differential for the rough stuff. The TDV6 designation tells us it has a 3.0-litre turbodiesel good for 190kW and 600Nm to shift its substantial frame, weighing in at 2249kg. The dash from 0-100km/h comes up in a surprisingly spritely eight seconds dead, and towing capacity is a muscular 3500kg for a braked trailer.
Land Rover's official combined cycle figure for the Vogue is listed at 6.9L/100km, but in my week with the car doing largely suburban running about, with some highway mixed in, we didn't event get close, returning 12.3L/100km.
Even so, the huge 86-litre tank will ensure you won't have to visit the servo too often.
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.
A Range Rover drives like no other car. It feels big, but with that upright driving position, it's oddly relaxing. Despite needing a little extra attention to keep the car in the lane, the view out over the flat bonnet is pretty unique.
The air suspension provides a plush ride, but can occasionally get itself into a bit of a heaving-sea movement - as it did along a particular road near where I live. The rest of the time it completely insulates you from the road.
Of course, if I'd had the bravery to tackle some serious off-roading, the air suspension can lift the car from its low-riding city stance to 22cm, meaning you can wade through 90cm of water, which is around half the car's height. The people down the road weren't keen on me testing it in their pool. Spoilsports.
You can't easily escape the fact it's exactly five metres long - it squeezes into parking spaces, and the big mirrors help, too. At least the height is rather more commonplace than it was a decade or so ago, so you're less likely to bang into low ceilings.
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 Vogue sports six airbags, ABS, stability and traction controls, rollover-stability control, hill-descent control, forward-collision warning, forward AEB, corner-braking control and trailer-sway control.
The Rangie scored a five star ANCAP safety rating in 2013.
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.
Range Rover offers a three-year/100,000km warranty with roadside assist for the duration, which is now starting to look a bit skinny. The website assures me that not only does it cover the usual stuff, but you'll also be rescued if you're on four-wheel-drive only tracks, too.
You can cap your service prices with a service plan of up to five years/130,000km, and servicing is required every 12 months or 26,000km.