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Toyota Land Cruiser


Range Rover Evoque

Summary

Toyota Land Cruiser

If you’re a fan of the Toyota LandCruiser – and, let's face it, who isn't? – then you’re probably really enjoying the exciting time right now in its long and illustrious history.

A tweaked 200 Series is expected here soon-ish, and the 300 Series is also expected here in the not-too-distant future. Problem is, anyone who wants a 300 will have to choose between smaller-engine options – a V6 diesel, V6 petrol or petrol/hybrid – and will have to cop an even bigger price-tag all-round than the current 200 line-up.

So, is the current 200 Series a LandCruiser enthusiast’s last chance to own a new V8-powered upper large 4WD wagon that’s capable of handling family and work-life, but also be more than capable of taking your family into remote areas in comfort and style?

We tested a top-of-the-range Sahara on- and off-road. Read on.

Safety rating
Engine Type4.6L
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency13.4L/100km
Seating7 seats

Range Rover Evoque

The original Range Rover Evoque was a victory. It was the right car, in the right place, at the right time.

It was a small SUV dropped in an unprepared premium segment, it went on to become a design icon and subsequently Land Rover’s fastest-selling SUV.

As the years rolled on though, competitors caught up, and Land Rover launched its stunning Velar in the segment above. The unthinkable had happened. The Evoque looked dated.

At long last, Land Rover has launched the second-generation version. Can it replicate even a fraction of the success of the first? We drove it at its Australian launch to find out if it has what it takes.

Safety rating
Engine Type2.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8.1L/100km
Seating5 seats

Verdict

Toyota Land Cruiser7.1/10

The LandCruiser 200 Series Sahara is one of the best upper large premium 4WD wagons on the market.

It’s capable and comfortable, with plenty of standard features – some of them handy, some of them not – but the interior feels dated and less than premium, that multimedia system just isn't up to scratch and the price tag just feels too high for what you get.

But none of that will sway any die-hard Cruiser-loving adventurer, who wants a big comfortable and capable 4WD for family life, off-road adventures, or to tow a caravan or boat.

And who can blame them? Afterall, it’s hard to ignore the long-term appeal of a 200 Series.


Range Rover Evoque7.8/10

The second-generation Range Rover Evoque is a lot of things. It’s stunning to look at, better to drive, more practical, and more luxurious than ever before.

While it’s also hugely expensive and has lost some of the charm that came with its once-small visage, it achieves something far more important for the Evoque name, and that’s keeping it relevant in an increasingly congested luxury space.

Do you think the second-generation Evoque has reclaimed its ‘design icon’ throne? Share your thoughts in the comments below.

Also check out Andrew Chesterton's thoughts from the Evoque's international launch.

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

Design

Toyota Land Cruiser7/10

The LandCruiser’s appearance hasn’t changed much in years. This variant does have Sahara-specific branding on the rear horizontal-split door, but otherwise, it remains wholeheartedly 200 Series: a big chunky, distinctively imposing 4WD wagon.

The 200 Series is 4990mm long (with a 2850mm wheelbase), 1980mm wide and 1970mm high. 

The Sahara has three rows of seats; two in the front, three in the second row, and two in the third row, for a total of seven seats. The base-spec GX has five seats in total; the GXL has eight; the VX also has seven.


Range Rover Evoque9/10

Put simply – the Evoque has returned to put competitors back where they belong. It is truly stunning for an SUV. To my eyes, at least, it has dethroned the Volvo XC40 as the most attractive small SUV on the market.

Sure, it’s more Victoria Beckham than Bear Grylls, but the Range Rover brand has crept beyond upmarket from its hose-out interior roots – and the Evoque owns it.

Land Rover has managed to morph the seamless, slick lines of the Velar onto the Evoque's petite and chunky frame. Design touches like LED headlights (now standard), contrast bodypanels and flush doorhandles add to this car’s stunning visage as you get closer.

Still, it’s undeniably an Evoque and has held onto design pillars like the ‘high beltline’ that rides from the headlamps to the tail-lights and descending roofline.

Inside, the Evoque has also continued to push upmarket with leather-trimmed surfaces from the base S up. It still has the signature chunky door inserts with recessed handles and window/mirror controls and has lovely seats no matter the grade with a premium-feel raised centre console stack.

It’s also in the centre where the Evoque has gained the elegant ‘Touch Pro Duo’ set-up from its larger sibling the Velar, totally de-cluttering the space.

Smart design touches are abound with well-textured and hidden storage areas throughout.

It all looks incredible, but there are a few downsides worth noting. The Evoque now has the huge steering wheel from the rest of the Range Rover range, making the helm feel more cumbersome than it was in its predecessor, and the abundance of gloss surfaces results in a potentially glare-heavy and difficult to keep clean cabin.

Don’t like the cars in the pictures? No problems, Land Rover offers no less than 17 different interior trim packages with five different textured highlights and numerous headlinings and wheel trims for pretty much any taste.

Practicality

Toyota Land Cruiser7/10

The Sahara is a seven-seater divided in three rows – two at the front, three and two at the rear – as does the second-from-top spec, the VX. The base-spec 200 Series, the GX, has five seats; the next spec up, the GXL, has eight.

It has a listed kerb weight of 2740kg, as do all the other 200s, except the GX, which is 2640kg.

The 200 Series is a big unit on the outside, but has quite a small interior. It is a bit of a premium space though with leather inserts on seats and around the cabin, woodgrain highlights on the steering wheel and dash, plus chrome-look finishings throughout. 

With all three rows in use, there’s not a lot of space at all. Toyota does not have an official figure for cargo capacity of the rear area, but it’s plain to see that there isn’t much room. We packed a first-aid kit and a portable air-compressor and there wasn’t much room left over. You could probably fit a few other bits and pieces, but not much. There are cargo hooks and a 220V power socket. 

When the third row (side folding, 50/50 split seat backs) is stowed away, the cargo capacity is officially listed as 1276 litres, but the reality is those seats protrude into the cargo area, taking up a lot of useful space.

No cargo capacity figure is officially listed for when the second- and third-row seats are stowed away.

Getting into the third row is not difficult as the door opens wide and there is a side step on the Sahara to aid your ingress, but once you’re in the third row, space is a bit pinched and the seats are rather flat and not really that supportive. It’s comfortable enough and really a kids-only zone, but that’s not a newsflash for a third-row. Bonus: you can watch the second-row 11.6-inch DVD screens, one each on the driver and front passenger head-rest.

There are plenty of storage spaces back there: two cup-holders on each side, stash-away spots for bits and pieces, cup holders in the middle, directional air vents, and lights. 

Passengers in the second-row (40/20/40 split folding feat backs) have access to a lot of controls: air con, seat-warming (outer seats), and DVD remote (hidden in the fold-down centre arm-rest, which also has cup-holders and a shallow grippy tray for the DVD remote or a smartphone). There are also directional air vents, lights and storage spaces in the form of hard-plastic door spaces and mesh pockets on the back of the driver and front-passenger seats.

As mentioned, the DVD screens are on the driver and front passenger head-rests.

The seats here are, as expected, more comfortable than the third row with plenty of support.

Upfront, it seems like a bit more of a premium space, and it’s all well laid-out and easy to navigate – to quickly establish which controls are where – but the dash and centre console is all starting to look and feel a bit dated. Especially when the Sahara carries such a hefty price tag.

That 9.0-inch multimedia touchscreen doesn't help either, because it's a bit clunky to use, with its mix of controls, on-screen and dials.

There are a fair few storage spaces though: glove box, door pockets, the cool box (in between driver and front passenger), and cup holders (with a flip-top lid). There is also a wireless smartphone-charging tray.

There are USB charge points upfront, as well as a 12V power socket.

The Sahara also has a moonroof if your passengers want to look at the sky, night or day, while you’re on the move.

Overall, it’s a well put-together cabin, build quality is very impressive and there’s nothing terribly wrong with the interior, but it just doesn't feel like such a prestige space, worthy of a $125,000 price-tag. It feels old, so a facelift – or better still a 300 Series – can’t arrive soon enough.


Range Rover Evoque8/10

The Evoque is on a heavily updated platform with its very bones having been altered to future-proof it for hybrid drivetrains.

This has resulted in a 20mm increase to its wheelbase, which is reflected directly into its now-gigantic cabin.

Aside from the invasively large steering wheel, the driver is greeted with an airy and spacious cabin with plenty of room for elbows across the thick centre console and chiseled out door cards.

Almost every surface greets you with a soft material, although the window line is quite high, making resting your arm there impractical.

There are storage spaces everywhere. Bottle holders in the doors, cupholders in the centre console, a massive top-box with a split opening and power sources within, a decently-sized glove box and a huge trench hidden underneath the second-screen.

The designers have had the foresight to put lovely textures on the base of storage surfaces to prevent items like phones, wallets and even pens from finding their way onto the floor.

Rear passengers are greeted with no shortage of legroom, dual rear air-vents, pockets on the back of the front seats and trenches in the doors.

Seat trim and comfort are easily as good as the front seats, and despite the declining roofline, headroom is plentiful for someone my size (I’m 182cm tall).

An odd annoyance I noted was the lack of handles above the doors. Almost every car has these. Not sure why this one doesn’t.

Don’t be deceived by the Evoque’s squashed rear window. I found on my test drive its surprisingly easy to see out of it, and then, there’s the boot.

The boot is truly gigantic, the Evoque’s new platform has made it 20cm wider than it was before, but it’s the volume that’s staggering. At 591 litres with the rear seats up it easily pulls punches with SUVs a size up.

There’s also an elastic belt and netted area for securing small objects. There are a few small catches to this voluminous space, and that’s that the rear seats don’t fold fully flat, making for a smaller total space and there’s only a space-saver spare wheel on offer under the boot floor.

Price and features

Toyota Land Cruiser7/10

The seven-seat top-shelf* Sahara, as tested, costs $124,996 ($124,396 plus $600 premium paint), plus on-road costs. [* The limited-edition Sahara Horizon costs more, at $129,090 (plus on-road costs), but there are only 400 of those, so I’m not counting those in the mainstream line-up.]

It has a 4.5-litre V8 twin turbo-diesel engine, a six-speed automatic transmission, full-time four-wheel drive with dual-range gearing, a limited-slip centre differential and a stack of driver-assist tech including Toyota Safety Sense (which incorporates Pre-Collision Safety System with Pedestrian Detection (like Autonomous Emergency Braking – AEB), High Speed Active Cruise Control, Lane Departure Alert and Automatic High Beam), as well as blind-spot alert, rear cross-traffic alert, a multi-terrain system (with various drive modes to suit different terrain), a multi-terrain monitor, crawl control (low-speed off-road cruise control), hill descent control and more. 

As befitting a top-spec vehicle, the Sahara has quite an extensive features list including a 9.0-inch touchscreen multimedia system with sat-nav, a wireless smartphone charger, a cool box between the front seats, woodgrain-look steering wheel and throughout the cabin, ventilated front seats, heated front and second-row seats, driver’s seat memory settings, four-zone climate-control air-conditioning, 11.6-inch entertainment screens for rear passengers, a nine-speaker audio system, and a moonroof.

It has daytime running lights, a horizontal-split tailgate, side steps, and 18-inch alloy wheels.


Range Rover Evoque8/10

Now this is a tough one, because to its credit, Land Rover has made many of the essential items standard. That having been said, as I’m writing this I’m looking at an options list that’s 15 pages long.

There’s also the fact that once you consider the three trim levels, six(!) engines and two body options you’re left with a monumental 26 possible permutations of this car – and that’s before you start delving into those options.

To break it down, the Evoque has three familiar grades. The S, SE and HSE. From there you pick an engine.

The entry-level S, starting at $62,670 (before on-road costs) can only be had with the base four engines (P200, P250 petrol, D150, D180 diesel) and comes standard with 18-inch alloy wheels, a 10-inch multimedia system with Apple CarPlay and Android Auto support as well as built-in sat nav, leather interior with 10-way electrically adjustable front seats, manually adjustable climate control, a six-speaker stereo, auto-dimming rear view mirror, a reversing camera as well as front and rear parking sensors.

Stepping up to the mid-spec SE from $68,610 gives you the choice of all six (P200, P250, P300 petrol, D150, D180, D240 diesel) engines.

It has all the equipment of the S but with the addition of the ‘Touch Pro Duo’ second multi-function touchscreen controlling all the vehicle functions, ‘premium’ LED headlights with auto-high beam control, 20-inch alloy wheels, 14-way electrically adjustable front seats and a digital dashboard.

The top-spec HSE costs from $90,230, and can be had with only the top two engines (the P300 petrol and D240 diesel). It includes everything from the SE, as well as a more sophisticated “active driveline” all-wheel drive system, capable of sending all of the engine’s torque to any one wheel, powered tailgate, differently-styled 20-inch alloy wheels, upgraded 'Windsor extended leather'  interior trim, 'Atlas bezel' steering wheel (a metal liner), the ‘ClearSight’ interior rear view mirror, 10-speaker premium audio system, and keyless entry.

From there you pick whether you want the sporty R-Dynamic body-kit at a cost of $1680 on any grade and then start ticking boxes on the expansive options list.

Items notably excluded from the standard features list on any grade like an electronically adjustable steering column and DAB+ digital radio are present, but are pricey options. As are bespoke interior trims and 16-way electronically adjustable heated and cooled premium leather seats.

Almost any feature can be had on any grade as an option. If you really want you can have a base S with premium leather seats and huge wheels. There’s something to be said for how customisable the range is, but with so many options it makes ordering a car overwhelming.

The now-expected active safety items are now standard from the S up, but an option any grade should have ticked is the ‘Driver Assist Pack’ (costing between $2840 on the S to $490 on the HSE) which includes the rest of the suite at a reasonable cost.

For a limited time, Land Rover is offering a ‘First Edition’ with either of the mid-spec engines, the D180 and P250 at $91,550 and $91,300 respectively.

They have the lion’s share of options boxes ticked for you and essentially include items like the R-Dynamic and black contrast packs for free. Although at the top-end of the price scale, when you consider the inclusions, they aren’t bad value.

It has to be said that although the Evoque range can be specified to any buyer’s imagination, Land Rover has managed to make an already expensive small SUV even more expensive, placing it in another price league altogether when tallied up against the Audi Q2 (from $41,950), BMW X2 (from $46,900) and Mercedes-Benz GLA (from $44,700).

Engine & trans

Toyota Land Cruiser7/10

The 200 Series has a 4.5-litre V8 twin turbo diesel engine – producing 200kW@3600rpm and 650Nm@1600-2600rpm. That power figure is not whopping, but the engine is very torquey, with plenty of that on tap at lower revs, and the six-speed auto is a clever smooth-shifter. 

On different tests, I’ve towed camper-trailers and an almost three tonne caravan with a 200 Series, and have been happy with its ability to tow safely and comfortably.

It has full-time 4WD and a limited-slip centre diff, as well as a whole bunch of driver-assist trickery, which I’ll detail later in this yarn. (Head straight down to ‘What's it like to drive?’ Right now if you’re too impatient.)


Range Rover Evoque7/10

As previously mentioned, the Evoque has almost too many engine options. There are three petrols and three diesels, ranging from so-so to perhaps overpowered in the case of the P300.

All the engine options are 2.0-litre turbocharged units in different states of tune, and all are mated to a nine-speed torque converter transmission, with all-wheel drive.

Starting with the diesel the entry-level engine offered on most grades is the D150 which offers 110kW/380Nm, you can then step up to the mid-spec D180 which ups those figures to 132kW/430Nm and then to the top-spec D240 which offers 177kW/500Nm.

On the petrol side, things kick off with the P200 at 147kW/320Nm, then there’s the P250 with 183kW/365Nm and, finally, the top-spec P300 which has a rather silly 221kW/400Nm.

The top two engine options also offer a mild hybrid 48V electrical system which is capable of cutting the engine under 17km/h and feeding power back into auxiliary systems, although it is not capable of running the car under its own power. The brand says the system allows for a six per cent reduction in fuel consumption.

To make things more complicated, a three-cylinder mild-hybrid and plug-in hybrid variants are expected to join the line-up some time in 2020.

Fuel consumption

Toyota Land Cruiser7/10

Fuel consumption is listed as 9.5L/100km (combined). 

I recorded an actual fuel consumption of 12.8L/100km on this test, but I did do a lot of low-range 4WDing.

The 200 Series has a 93-litre main fuel tank and a 45-litre sub tank – that’s a total of 138 litres.


Range Rover Evoque8/10

The Evoque has reasonable official claimed/combined consumption figures across all its engine options. Diesel engines are more impressive consuming 5.1L/100km for the base D150, 6.8L/100km for the D180 and 6.3L/100km for the D240.

Petrols are not quite as good, with stated figures of 8.1L/100km for the P200 and P250 and 8.2L/100km for the P300.

Every new-generation Evoque has a 65-litre fuel tank.

Driving

Toyota Land Cruiser8/10

As mentioned, the Sahara is 2740kg, but it generally never feels like it’s so big and heavy.

Steering is reach-and-rake power-adjustable and it’s pretty sharp and, despite its bulk, the 200 is easy to manoeuvre in city and suburban settings, although it does feel its size every now and again. Turning circle is 11.8m and, on squeezy city streets, quick turnarounds can become a bit of a challenge.

But the 200 Series turbo diesel V8 is a simple, powerful and effective engine and it works supremely well with that six-speed auto. 

Acceleration is particularly smooth, making for easy off-the-mark blasts from a standstill and also overtaking moves on the highway, but you can’t be shy with the go-pedal.

The coil-spring suspension yields a spongy, comfortable ride but the 200 Series never feels like its prone to wallowing as much as you might imagine.

All-round, it’s very comfortable as a daily driver, if not entirely practical in terms of cargo space, for its size, and for its price.

Gravel and dirt tracks provided ample opportunities for us to again experience how settled and composed the 200 Series is at speed, on irregular surfaces. 

The 200 Series suspension set-up – independent front, live-axle rear and coil springs all-around – helps the Cruiser to sit really nicely on the road. It's not even thrown off its game by deeper potholes or sharper corrugations.

The Sahara and VX also have KDSS (Kinetic Dynamic Suspension System), which acts like a swaybar: on-road its aim is to improve handling and to reduce body roll; off-road, the system performs like a swaybar disconnect in that it adjusts to suit the terrain to maximise articulation and stability. (Note: KDSS is not on base-spec GX variants and is an option on the GXL.)

When it comes time for low-speed, low-range 4WDing, the 200 can feel big and bulky, so it does always require considered driving. 

There’s plenty of visibility out of the 200’s windscreen, but the bonnet is quite large and does at times obscure your forward vision, but it's not a deal breaker, and if you’ve spent any time in a 200 Series – or any large 4WD wagon for that matter – it likely won't annoy you too much.

Steering remains light and responsive at lower speeds, and that's important for such a big almost three-ton beast on tight bush tracks and bush routes that twist and turn. 

The 200’s torquey V8 engine, which works really well with the auto off-road as well as on on-road, offers up plenty of that torque at low revs and you can always rely on it. 

Low-range gearing is good and the 200 also has a limited slip centre differential if you get the urge to hit that button as well. 

Wheel travel is pretty decent, but with that KDSS, which acts like a mechanical swaybar disconnect off-road, the Sahara gets even more flex, more wheel travel, to help you get a wheel to the dirt and keep moving.

As well as reliable low-range gearing, good wheel travel and all-around suitability for 4WDing, the Sahara can also tap into a stack of driver-assist tech, including the multi terrain select*, which gives you the capability to dial through five different terrain modes – Mud & Sand, Loose Rock, Mogul, Rock & Dirt, and Rock – and that tweaks, among other things, the traction control system to suit the terrain you're on. (The VX also has multi terrain select, but the GX and GXL do not.)

Crawl Control, which regulates your speed at very low speeds via engine power and brake input to each wheel, gives you the ability to select a different low-speed setting to suit the conditions and terrain. This system incorporates turn-assist, which is handy when you need to make a very tight turn while 4WDing, as it applies brakes to your inside rear wheel at low speeds to help reduce your turning circle.

Visibility is good all around, as there’s plenty of glass at the front, rear and to the sides but, as stated earlier, that large bonnet can obscure your forward vision, especially when you’re cresting hills. If you’re finding your vision is hampered, then you can always make use of the multi terrain monitor – standard also in the VX and Sahara, but not available in the other variants.This system is a four-camera set-up designed to offer you views at the front, back, and down the sides, but I wouldn't rely on it. The lenses easily become dirty, as they did on our stint, and it only provides quite a basic, distorted view. Instead of relying on these cameras, the driver should get out, walk the track to see where you're going to drive or, at the very least, stick your head out the window to make sure you can see where you’re going, just to be on the safe side.

Engine braking is good, as is the hill descent control, although on some of the very slippery muddy hills we tackled, the 200 tended to run away a bit on the downhill runs.

The Cruiser has 225mm of ground clearance and a wading depth of 700mm, so we had no problems driving through deeper wheel ruts and mud-holes.

An easily-fixed weakness in the 200’s off-road armoury are its standard-issue Dunlop Grandtrek AT25s (285/60R18), which are not aggressive enough for anything more than light off-roading, I reckon. So get rid of those if you plan any four-wheel driving and replace with a set of decent all-terrains. That standard rubber’s on 18-inch alloy wheels. (GX and GXL variants get 17-inch wheels and tyres.)

The 200 Series has a full-sized spare tyre.

It has a 750kg unbraked towing capacity and 3500g braked towing capacity. 


Range Rover Evoque8/10

This Evoque is better to drive in almost every way compared to its predecessor. It’s smoother, more confident in corners, more composed on rough terrain, and some combination of the new engines and re-calibration of the nine-speed auto has made most of the turbo-lag issues reported on its predecessor a thing of the past.

Unlike many SUVs, the Evoque doesn’t suffer from the feeling of impending understeer, and it’s surprisingly capable when trudging along unsealed roads and even off-road tracks.

Although there’s no mechanical control of a low-range gearbox, Land Rover’s computer-controlled Terrain Response 2 system might surprise you as to how capable it really is, especially on the top two engine variants with their enhanced torque vectoring abilities.

Diesel engines in particular are surprisingly quiet, and while it could be argued that the P300 petrol engine is overpowered for something this size, it was genuinely difficult to get the wheels to lose traction on tarmac.

One criticism I would level at this new Evoque is that in its quest to become the most practical small luxury machine on four wheels, it’s lost something along the way. It’s so big and heavy now it feels as though you’re just driving a cropped down Velar.

That’s all very luxurious, but I’ll miss the nimble, agile feeling that was a large part of what made the first Evoque so endearing.

Safety

Toyota Land Cruiser7/10

The 200 Series has a five-star ANCAP rating (from testing conducted in 2011), 10 airbags and plenty of driver-assist tech, including blind spot monitoring, rear cross traffic alert, multi terrain monitor, front and rear parking sensors and more. 


Range Rover Evoque8/10

Standard active safety from the base S up includes essential items like auto emergency braking (AEB), lane keep assist (LKAS), and traffic sign recognition.

Higher specs will grant you more, including blind-spot monitoring (BSM), rear cross traffic alert (RCTA), high-speed AEB with active cruise control and auto-parking.

Thankfully there’s the ‘Driver Assist Pack’ which bundles all the active safety items into one reasonably-priced place. It costs between $2840 on the S to just $490 on the HSE and is easily the best value item on the options list.

The Evoque scored a maximum five-star ANCAP safety rating in time for its launch, which applies to all variants.

There are six airbags and the rear seats benefit from ISOFIX child-seat mounting points on the outboard seats and top-tethers across all three positions.

Ownership

Toyota Land Cruiser7/10

As of 1 January 2020, the service pricing for a LC200 Sahara turbo-diesel under Toyota’s capped price servicing is $300 per service for three years/60,000km (up to the first six services). The service interval is every six months/10,000km.

The warranty period for any new vehicle bought after 1 January 2019 is a five-year unlimited kilometre warranty that covers any part, panel and accessory made by Toyota. In addition to this, Toyota will extend your engine and driveline warranty from five to seven years if the annual service schedule is adhered to.


Range Rover Evoque6/10

Land Rover offers a three-year 100,000km warranty which is frustratingly short, though if you believe what BMW has to say on the matter, this won’t bother premium buyers.

Still, with Volkswagen now offering a five-year warranty, the pressure will hopefully mount on premium automakers to start offering a little more in this space.

Land Rover does offer 24 hour roadside assist for the length of the warranty.

The new Evoque has condition-dependent servicing, meaning the car’s on-board computer will notify you when it’s time to have it serviced. This will happen at least once every 12 months.

This car’s predecessor allowed you to add service packs of up to five years at the time of purchase, as well as an optional extended warranty. We’ll seek clarification and pricing on these and update this story when we have confirmation on both.