Toyota Land Cruiser VS Mercedes-Benz GLS-Class
Toyota Land Cruiser
- V8 engine
- 4WD capability
- Very comfortable
- Old interior
- Lack of practical space
- Modest steering feel
- So-so warranty
- Pricey servicing
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.
|Fuel Type||Regular Unleaded Petrol|
If you’re in the market for a full-size, seven-seat, luxury SUV you’re obviously living life large. Big family, lots of friends, dogs and cats, and heaps of activity - horses, boats, camping?
You’re aiming at a six-figure bullseye between $130,000 and around $150,000. On a three-year novated lease, somewhere around three grand a month.
Mercedes-Benz Australia invited us to experience the car on a launch drive across city, suburban and rural roads.
|Engine Type||3.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
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.
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.
As mentioned, the GLS is big; a step up from the already substantial model it replaces. Built with the US market in mind, in fact it’s produced in Tuscaloosa, Alabama, it’s more than five metres long, close to two metres wide, and over 1.8m tall. And there’s more than three metres between the axles, a 60mm wheelbase increase over the previous model.
And despite the size of the canvas, the Benz design team has managed to make the GLS look like a modern Merc. Signature elements include obvious ones like the slatted grille with a couple of three-pointed stars on the nose.
But there’s also, the carefully chiselled twin ‘power dome’ bonnet, scowling LED headlights and vents to aid front brake cooling and smooth aero performance around the front of the car.
The big beast’s off-road intent is highlighted by extensions around the wheelarches, with big optional 22-inch rims sitting underneath. The fact they look right-sized for the car speaks volumes about its scale.
The racy AMG Line package is standard, and a recess and pronounced character line, tightening the lower waistline is a familiar Merc treatment, plus alloy roof rails toughen the look while dialling up practicality.
The rear is relatively simple, borderline generic, with tapered tail-lights offering the only strong whiff of design personality. But believe it or not, thanks to careful detail sculpting of the body, and smoothing underneath the car it boasts a drag figure of Cd 0.32. Outstanding aero performance for a large SUV.
The driver and front passenger are presented with a sweeping dashboard dominated by twin 12.3-inch digital screens, one primarily covering the instruments, and the central screen managing the MBUX media system, including audio, nav, phone integration, car set-up, and more, plus ‘Hey Mercedes’ voice control.
The overall feel is simple, and restrained, yet massively confident, with a subtle colour palette, large squared-off elements defined by brushed metal finishes, and an obvious, intense attention to detail, from the haptic controls to the beautifully finished, multi-function steering wheel.
And the standard Burmester audio system includes a two-way in-car communication function that subtly amplifies the driver and front passenger’s voices for those in the third row, and vice versa. Sheer genius.
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.
Space is obviously a critical factor here, and no surprise there’s copious amounts of it inside the GLS.
Front seat passengers enjoy plenty of breathing room, without feeling remote from one another, and there’s lots of storage in the shape of a large lidded box/armrest between the seats, a decent glove box, two big cupholders and jumbo door pockets with room for large bottles.
There’s one data-enabled USB port in the front, two charge-ports in the second row, and four in the third row. Shouldn’t be any complaints about powering mobiles, tablets or games.
The second row feels every millimetre the SUV limo. Simply getting in and out is made easier because an auto lowering function drops the car 25mm when one of the doors is opened.
I was able to sit behind the driver’s seat set for my 183cm position with heaps of head and legroom on offer. And there’s an extra 10cm of electrically adjustable travel to play with if those in the third row agree.
The fold-down centre armrest features a lidded storage tray and twin pop-out cupholders. There are netted pockets on the front seatbacks, and again, the door bins are big enough for large drink bottles.
Three adults across the rear is a breeze, there’s climate control ventilation, and a huge glass sunroof is standard. Rather than asking ‘Are we there yet?’ the kids will be disappointed when you arrive!
Then there’s what the Cleary family refers to as ‘the way back seat.’ A pair of third row seats for the lucky kids that get to inhabit their own little world. Getting in and out is relatively civilised thanks to electric slide and tilt for the second row seats, and space is generous. I could sit comfortably, so the kids will be all smiles.
With all seats upright cargo capacity is enough for a seven-person day trip (355L VDA). Press the button to fold the 50/50 split-fold third row down and your options expand substantially (890L). And with 40/20/40 split-folding second row lowered, transportation of a full, three-ring circus is on the cards (2400L). Overall, more space than the arch enemy BMW X7.
Plus, the ability to lower the car 50mm thanks to the standard air suspension makes life even easier. And one button lowers the second and third rows at the same time.
The spare is a collapsible space-saver, and towing capacity for a braked trailer is 3500kg, with a tow ball weight of up to 140kg. The ESP system also features a trailer stabilisation function that counters oscillation with “braking intervention.”
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.
Aside from the comprehensive suite of safety tech, covered in the Safety section below, the GLS equipment list includes, 21-inch alloy rims, adaptive high beam assist, air suspension, alloy roof rails, AMG body kit, a huge panoramic sliding glass sunroof, privacy glass from the B-pillar back, auto tailgate, keyless entry and start, rain-sensing wipers, cruise control, LED headlights, and power closing doors.
The power closing doors are a big plus for parents not wanting to disturb kids nodding off in the car, with the soft-touch function drawing the door in for the last few millimetres to an almost silent close.
Inside there’s ambient lighting (64 colours), strategically placed open pore oak wood trim, 13-speaker/590-watt Burmester surround sound audio, electric folding second and third row seats, a head-up display, ‘Mercedes-Benz’ branded illuminated sills, leather seat upholstery (‘Artico’ faux leather on the dash and doors), multi-adjustable electric seats in the front and second row (memory in the front), electrically adjustable steering column, leather-trimmed multi-function steering wheel, and five-zone climate control.
The multi-media system is spectacular, incorporating the twin 12.3-inch digital screens, the central media unit managing nav, digital radio, mobile device connectivity, Apple CarPlay and Android Auto, plus vehicle tracking. There are also remote vehicle status functions (door locking, valet parking, etc), global search (Amazon Alexa, Google Home, Yelp, and Trip Advisor), and a wireless device charging pad.
The basket of goodies can hold its head high in this part of the market, so the value equation stacks up well.
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.)
There are two engines on offer. The 3.0-litre (M256) in-line six-cylinder turbo-petrol GLS 450 4Matic, and the 2.9-litre (OM656) in-line six-cylinder turbo-diesel GLS 400 d 4Matic.
The all-alloy, twin-scroll single-turbo petrol engine delivers peak power of 270kW from 5500-6100rpm, and maximum torque of 500Nm across a broad plateau from 1600-4500rpm. It also features a 48-volt electrical system driving the ‘EQ Boost’ set-up, able to deliver an extra 16kW/250Nm for short periods. The integrated starter-generator also enables energy recuperation.
Although the all-alloy, twin-turbo diesel features variable valve lift it gives some ground on power, offering up 243kW between 3600-4000rpm, but torque is a solid whack, with 700Nm on tap from 1200-3000rpm. Worth noting, that to minimise emissions this engine features a “selective catalytic reduction converter” in the exhaust, which brings with it the use of an ‘AdBlue’ reducing agent. The separate AdBlue tank has a capacity of 31.6 litres.
The nine-speed auto transmission is the same in both versions, although the diesel has a slightly lower final drive ratio.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle for the GLS 450 is 9.2L/100km, the more frugal GLS 400 d trimming that to 7.7L/100km. The petrol 450 emits 210g/km of CO2 in the process, the diesel 400d dropping that slightly to 202g/km.
Stop-start is standard, you’re looking at premium unleaded for the 450 GLS, and you’ll need 90 litres of dinosaur juice to full the tank on both models.
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.
Merc claims the GLS 450 will sprint from 0-100km/h in 6.2sec, and the 400 d in 6.3sec. Not hanging around for a 2.5 tonne mothership. But the standout is the 400 d’s torque. All 700Nm of it available from just 1200rpm to 3000rpm; right in the mid-range sweet spot.
The nine-speed auto transmission is smooth yet responsive, with paddles on the wheel for manual shifts when you want to pick the ratio. The combination of effortless grunt and the nine-speeder keeping things on the boil is an impressive one.
Suspension is by double wishbones at the front and multi-links at the rear, and while you can feel the weight in cornering, the standard Airmatic air suspension (which does away with steel springs) is superb in terms of ride comfort and body control.
We took a deep breath and pushed enthusiastically through a series of sweeping corners and the fat (285/45 fr - 325/40 rr) Continental ‘PremiumContact 6’ rubber wrapped around our car’s (optional) 22-inch rims gripped hard.
The ‘4Matic’ all-wheel drive system also seamlessly shuffles torque between the front and rear axles (theoretically up to 100 per cent in each direction).
Merc has put extra focus on body rigidity, the tuning of engine and suspension mounts, and sound absorption, and it shows. The GLS 400 d is beautifully refined on the highway. A neat touch is the car automatically lowering 15mm at motorway speeds or when ‘Sport’ mode is selected.
Steering is electromechanically assisted, and Merc says the front suspension geometry has been revised to minimise vibration through the wheel. And yes, feedback is minimal, but unfortunately so is road feel with only a general connection between your hands on the wheel and the front tyres on the bitumen.
When you’re steering a large beast like this, often with something substantial hitched to the back, you want to know braking performance is up to the task, and the GLS’s big ventilated discs all around deliver reassuringly strong stopping power, with nice, progressive pedal feel to boot.
The seats are adjustable six ways to Sunday, but beyond that they’re comfortable and supportive, even over long stints behind the wheel.
We stayed on the bitumen, because, let’s face it, that’s where this car will spend 99.9 per cent of its time, with the exceptions of the boat ramp, a ski weekend or pony club.
For those special occasions the optional ‘Off-road engineering package’ adds a low-range transfer case, inter-axle locking, hill descent control, and under body armour for more serious work.
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.
At the time of this launch drive the GLS hadn’t been safety assessed by ANCAP, but you could make a small wager, like every penny you have to your name, that it will score a maximum five stars.
The expected active features are there, including ABS, ASR, and ESP, with additional tech including ‘Active Blind-Spot Assist’, ‘Active Brake Assist' (Merc-speak for AEB), active lane keeping and lane change assist, ‘Adaptive Brake’, ‘Attention Assist’, ‘Evasive Steering Assist’, ‘Parktronic’ (active parking assist with 360-degre camera), rear cross-traffic alert, traffic sign assist, and a tyre pressure warning system.
Then, if all that isn’t enough to avoid an impact the GLS is equipped with nine airbags (front and pelvis side for driver and front passenger, side for outer rear seat occupants, full-length curtain, and a driver’s knee bag), an active bonnet to minimise pedestrian injuries, and the ‘Pre-Safe Plus’ (flashes rear hazards to warn drivers closing too quickly from behind, tightening the belts at the same time, and locking the brakes if the GLS is stationary with a rear impact imminent).
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.
The Mercedes-Benz range is covered by a three year/unlimited km warranty, which, like Audi and BMW continues to lag behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.
On the upside, Mercedes-Benz ‘Road Care’ roadside assistance is included in the deal for three years.
Service is scheduled for 12 months/25,000km (whichever comes first) with pricing available on an 'Up-front' or 'Pay-as-you-go' basis.
As a guide, service pricing for the outgoing GLS is set at $2600 per service (up-front) and $3250 (PAYG), a saving of $650 a pop. Fourth and fifth services are also available for pre-purchase ($3550 and $4900).