Toyota Land Cruiser VS Lexus LX
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
- Unquestionable presence
- Amazing off-road chops
- Loaded with gear
- Not very pleasant to drive
- Engine not as good as it should be
- Terrible media interface
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
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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|
Clearly the regular Lexus LX570 wasn't over-styled enough, because now there's this - the new 2019 Lexus LX570 S - which takes the brash big SUV from the Japanese brand and adds some extra brawn to its look.
It may be based on a Toyota LandCruiser 200 Series but the V8 petrol-powered Lexus LX570 is a heavily styled heavy-duty SUV. This new version packs extra heavily-styled elements like 21-inch rims, an even more Storm Trooper-esque body kit and a bunch of other changes.
And while we know that this is a supremely capable off roader, this test was more focused on what it might be like for a city-slicker-cum-doomsday-prepper: someone who wants to know they can get out of trouble if necessary, but also wants a level of driveway desirability.
This special version will set you back a hairy $25,000 more than the regular LX570, though. Should you consider it?
|Fuel Type||Premium Unleaded Petrol|
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.
If you're more interested in appearance, space and features when choosing your large SUV, the Lexus LX570 S may offer a lot of appeal to you. And if you actually plan to venture outside of the suburbs where you can explore the abilities of the vehicle's underpinnings, it could be right up your figurative alley... or down your goat track, as it were.
But in day-to-day driving it is let down by a lacklustre drive experience, underwhelming and thirsty engine and frustrating media interface. If you really don't need eight seats and the hardcore hardware, check out the Lexus RX350 L instead. You won't regret it.
Is this Lexus big and beautiful or brash and bloated? Tell us what you think in the comments section 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.
If you can't find anything interesting about any new Lexus in terms of design you'd better book in at your optometrist.
The LX570 S is a vehicle that isn't backwards in coming forwards, with the model-specific body kit seeing new front, rear and side skirts, as well as a different mesh design for the huge 'spindle' grille. The 21-inch forged alloy rims are finished in gloss black, and like the regular LX you get LED headlights and daytime running lights, as well as LED tail-lights.
There is no doubt this is polarising - opinions were split in the office, with some finding the LX attractive, while others questioned if it was acceptable. I fall into the former camp - there's something ostentatious about the LX570 S that really appeals to me.
It's not just exterior trim changes, though - Lexus has fitted some performance parts to it, including performance dampers that are designed to make this big rig drive a bit smaller than it is. It still has adjustable suspension, though, so you can raise and lower it at will. It looks particularly menacing dumped on its guts.
It is arresting in its presence, and given that some customers buy vehicles like this as much to be seen as anything else, it deserves a decent score for its styling, even if it looks a bit like a lowered Subaru Forester, and has a really short wheelbase (2850mm) for the length of the vehicle (5080mm). It's boxy, at 1980mm wide and 1865mm tall.
The interior of this LX is pretty special, too - check out the interior pictures to see for yourself.
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.
If you like equipment, knobs, dials, buttons, leather and wood, the LX570 S might be your dream vehicle.
And this version gets model-specific 'semi-aniline' leather-accented trim, alloy pedals and 'Shimamoku Grey' wood highlights. Now, that mightn't mean anything to you, and you might just think it looks like a woodgrain steering wheel - but would you change your mind if you knew it takes 38 days of Japanese craftsmanship just to do finish the steering wheel?
It looks plush - not modern or contemporary, as such, but neat. And if you want it, this spec is available with 'Garnet' burgundy leather trim.
The sheer size of the Lexus LX makes you think it should be super spacious, and ultra practical, but given the hulking mass of the thing, it's not as well packaged as it could be. Or maybe that should read: it's not as well packaged as we know Lexus could do with a new version of it.
That mainly comes down to the wheelbase being quite short, the fact it's built on a ladder-frame chassis, and that this generation of LX is actually pretty old - it first launched way back in 2007, and while it has been updated several times since then, the game has moved on for cabin practicality.
Even so, you can fit eight people in the LX, if the three in the third row aren't big and don't hate each other. For someone my size - 182cm with size 12 feet - the room is a bit limited; there's more space in the third row of a Mazda CX-9 or Toyota Kluger. But there are vents and cupholders, as well as grab handles - important if you actually plan to go off road.
In the second row there are vents, cupholders in a fold-down armrest which also houses the climate controls for the rear zones and the buttons for the heated and cooled second-row outboard seats, plus there are bottle holders in the doors, map pockets, and a bit more space for regular sized humans.
The electric slide adjustment for the second row can make it more accommodating in the third row if you need to, and there is a recline function, too.
This spec has two 11.6-inch display screens in the back with HDMI and auxiliary inputs, plus there are headphones for each screen and there's a 12-volt jack - but no USB points.
Up front there's a fridge between the seats. No, seriously, where you'd usually have a covered centre console there's a cool box that is good for half a dozen drinks and some sambos.
Plus there's the usual practicality measures you'd expect, like decent door pockets, big cup holders and some bins for odds and ends. There's a cluster of control buttons on the dashboard which can take a little bit of learning, and the array of control knobs between the seats means you have to watch yourself to make sure you don't twiddle the wrong one.
There's another controller there - the odd-bod unit that Lexus persists with to control the 12.3-inch media screen. This mouse/joystick style controller is so utterly frustrating to use that it verges on dangerous when you're trying to toggle between screens, because it takes too much concentration. Plus there's no Apple CarPlay or Android Auto, and you can't pair Bluetooth devices on the move, or input sat nav instructions at speed, either.
Thankfully, if you hook up your device via USB or wirelessly you can take advantage of the mammoth 19-speaker Mark Levinson audio system which I think could be the best in the business.
Boot space varies on how you configure the seats. With the third row in place, there's 259 litres of cargo capacity, which is enough for a week's groceries (and the split tailgate makes it easy to load the bags in, too!).
With the third-row seats folded up out of the way - they electronically release and tuck to the sides of the cabin - there is 1220L of boot capacity. And if you lever the second-row forward there is 2074L of room.
There's a full-size spare wheel under the boot floor.
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.
It's hard to consider a car that costs $168,089 plus on-road costs as being anything other than expensive, especially when the flagship version of the donor vehicle it's based on costs about 30 per cent less, and some competitors are about half the price.
But you get a lot with the Lexus LX570 S. Like, a lot.
As well as all the hardcore LandCruiser off-road hardware and an extensive safety tech list (see below), and the model specific goodies like the intricate interior trim, body kit and bigger wheels, the features list is lengthy.
There's push-button start, keyless entry, leather seat trim all around, a 12.3-inch media screen with Bluetooth phone and audio streaming plus DAB digital radio and USB connectivity, a 19-speaker sound system, sat nav, auto-dimming mirrors, heated and ventilated front seats and outboard rear seats, a heated steering wheel, electric seat adjustment front and middle rows with electric folding rear seats, twin screens in the second row, quad-zone climate control and more.
There are only two colour choices for the LX570 S: 'Sonic Quartz' (the white you see here) or 'Starlight Black'.
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.
Under the bonnet of the LX 570 is a thumping great 5.7-litre V8 engine producing 270kW of power at 5600rpm and 530Nm of torque at a high 3200rpm.
While those engine specs might be really enjoyable in a light, low, two-door coupe, the fact the peak power and torque comes in high in the rev range puts this vehicle at a disadvantage when you consider some German rivals.
A Mercedes-Benz GLS500, for example, has a 4.7-litre twin-turbo petrol V8 which just happens to have more power and torque than the Lexus, with 335kW at 5500rpm and 700Nm across a broad spread from 1800-4000rpm.
The LX570 employs an eight-speed automatic transmission, and it has the Toyota off-road hardware you'll want if you plan to take this bad boy off-road. That means there's a dual-range transmission with a low range transfer case, plus height-adjustable air suspension, a Torsen locking rear differential, and the excellent 'CRAWL' off-road system.
Towing specs are accounted for, too, with a 750kg un-braked towing rating, and the maximum 3.5-tonne capacity for a braked trailer.
If you're curious about the kerb weight of the Lexus LX570 S, it sits at 2740kg, and had a gross vehicle mass (GVM) of 3350kg, meaning that's the maximum permissible weight... if your family is big-boned, you mightn't be able to fill all eight seats.
Does it really matter? If you're spending this much on a big SUV, you can't expect it to be miserly, and nor would you likely be too bothered about what it costs to refill.
Even so, the claimed fuel use figure - 14.4 litres per 100 kilometres - is high, and there's a pretty good chance you'll see higher than that regularly. And you need to run it on premium unleaded (95 RON).
In daily running we saw roughly 17.5L/100km around town, which settled to about 11.5L/100km on the freeway. If you do a lot of distance driving or country touring, and you're not in a hurry, you might find it to be decently efficient.
Hitch something to the back or head off-road and you'll see the 138-litre fuel tank capacity dissipate rapidly. There's a 93L main tank plus a 45L auxiliary.
And hey, if fuel use does matter to you, check out the LX 450d with its strong 4.5-litre twin-turbo diesel V8, which claims 9.9L/100km.
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.
Confused is the word that sticks out most to me as a descriptor of the drive experience.
It has all the off-roading hardware you could need under the skin, including adjustable hydraulic suspension so you can raise and lower it when you need to. But I'd be worried about damaging the Quagmire-esque chin of the LX570 S on rough terrain, so there was no off road review conducted of this spec.
But if you want to know how the Lexus LX fares off the beaten track, read our adventure review. Giggity.
As a daily driver, you'd probably be much better off getting a Lexus RX350 L if seven seats will suffice - because that is an inherently more enjoyable SUV to drive, even if it doesn't have the same level of street presence as this big bad boy.
Therein lies the issue. It is big, and doesn't hide its size well - a bit like an elephant trying to hide behind a bath towel in that regard.
The suspension in this spec is assisted by front and rear performance dampers to "improve body rigidity and steering stability", but a few of the reviewers in the office didn't find the latter to be the case. The steering is both heavy and lumpy, with a big turning circle and not a lot of linearity to the way the vehicle pivots.
The ride isn't great, either. The big rims feel heavy when you hit bumps, and while the car resets itself impressively fast if you pass over a speed hump or a road join straight on, when you hit a bump in a corner things feel flummoxed. And never, ever, does it feel sporty to drive.
The brake pedal feels over-assisted, so much so that I warned my partner she might feel car sick on the way home - that's because the mass of this big, heavy vehicle pitches fore and aft over its short wheelbase, and the action of the brake pedal is both grabby and squishy at the same time. It left me bemused.
The engine is refined and pulls decently, but it certainly doesn't feel fast or powerful, even under full throttle - that's an accusation that can be levelled at all of the large V8 Japanese SUVs, but not at the Europeans (Range Rover or Mercedes GLS, for instance).
You will find yourself pressing hard on the throttle pretty regularly, as it can be a little sluggish at low revs. Indeed, the engine does its best work above 3500rpm - that's not really where you want to be spending a lot of time in a family SUV. The eight-speed auto is smooth, though, and offers decent intuition at all speeds.
While the muted surrounds of the cabin makes for great cruising comfort, I would have loved if Lexus offered a sports exhaust for this model - it would certainly have added something positive to the drive experience.
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 Lexus LX hasn't received an ANCAP crash test safety rating, but the Toyota LandCruiser 200 Series that it's based on scored the maximum five-star rating in 2011 (and that score applies to all models sold from 2015 onwards, according to ANCAP).
It comes well specified in terms of safety technology, with a configurable surround-view camera and reversing camera, front and rear parking sensors, a head-up display, trailer sway control, adaptive cruise control, auto emergency braking (AEB) with forward collision warning and pedestrian detection.
There's a lane departure warning system that works at speeds over 50km/h, and while it can intervene with 'slight pulls' on the steering wheel, it won't hold the vehicle's position in the lane like some other systems.
The LX also has auto high-beam lights, LED headlights and daytime running lights, as well as blind-spot monitoring and rear cross-traffic alert.
There's an array of airbags - dual front, dual front knee, dual front side, dual rear side, and full length curtain, for a total of 10. And if you need to fit baby seats, there are two ISOFIX child-seat anchor points and three top-tether points in the second row, but none in the third row.
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.
Lexus doesn't offer a capped-price servicing plan for any of its models, which leaves it as one of the only brands left without such a plan.
And we've been told that a LX570 model will cost you about $615 per visit, and it needs two services per year, with intervals set at six months/10,000km. Expensive.
The four-year/100,000km warranty Lexus offers is below par, too. But you do get roadside assist, and Lexus is renowned for its high standard of customer care - it even offers a collection/delivery service to customers when its time for a service.
If you're curious about LX570 problems, issues, complaints, recalls or reliability concerns, check out our Lexus LX570 problems page.