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Toyota Land Cruiser


Toyota Fortuner

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

Toyota Fortuner

If you remember the Toyota 4Runner from the 1980s, then you’ll totally get the Fortuner.

For those of you born before the advent of the mobile phone, the Fortuner wagon is based on the same platform as the HiLux ute, save for its coil-spring rear suspension.

The cost of a Toyota Fortuner has taken a huge cut for the 2018 model year, and it’s gained a couple of tweaks along the way. Let’s do a model comparison of the range in more detail.

Safety rating
Engine Type2.8L turbo
Fuel TypeDiesel
Fuel Efficiency8.6L/100km
Seating7 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.


Toyota Fortuner 7.4/10

Dropping the price of the Fortuner range will improve its fortunes – but it will no doubt upset customers who bought them at first blush.

The Fortuner is an interesting device; it’s civil enough around town but its skillset really lies in the bush or the snow. While the entry grade GX is the pick if you’re intending to use it in the dirt a lot, we’d probably favour the mid-grade GXL if we were staying on the tarmac for the most part. The Crusade is nice, but its spec level over and above the GXL isn’t that compelling – although the LED headlights are brilliant.

Is Toyota's Fortuner on your seven seat 4WD SUV short-list? Tell us in the comments below.

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.


Toyota Fortuner 7/10

The exterior design of modern 4x4 wagons runs the gamut from the straight-bat Isuzu MU-X all the way through to the radical and unorthodox Mitsubishi Pajero Sport.

The Fortuner sits somewhere between those two extremes. It's certainly not something that you'd miss in a car park, but it's not quite as… erm, challenging as something like the Pajero Sport. 

The LED headlight array and extra chrome on the Crusade may not appeal to some, but as a package, the Fortuner looks futuristic and quite resolved, without the need for a bodykit (except side steps).

Inside, it manages to hide its commercial origins quite well across all three grades. However, there are still some hard plastics within view, including on top of the door cards and centre console bin, which can be irritating should you rest your elbow there on longer trips.

Thankfully, we can report, that the centre console bin lid is padded in the Crusade. Cheaper versions of the Fortuner have seen us actually tape pieces of foam mat on top of the lid in the search for extra comfort.

It's a bit early to talk second hand price, but the Fortuner will take a hit in resale thanks to the cut.

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.


Toyota Fortuner 7/10

In terms of dimensions and size, the 4795mm-long Fortuner is a centimetre longer and 30mm wider than the Pajero Sport, but it’s almost 100mm shorter than the big Everest. 

It’s sold as a seven-seater, with two fold-down seats in the rear (folding up and into the sides of the cargo area).

It’s not a very practical way to carry them when stowed, though, as the folded seats intrude into the rear interior dimensions significantly. A flimsy hook arrangement secures them in the locked position, and you even need to fold down the inside seat rail before locking them into place.

Boot space drops to 200 litres when the third-row seats are in use, as well, but boot dimensions grow to 1080 litres with the seats stowed. Still, they are a luggage capacity killer. No cargo barrier is fitted.

Once locked in place, the third row can be accessed by tumbling second-row seats forward, but given how low they’re mounted, are only suitable for smaller people.

The second row gets roof vents and a fan control, but there’s no such joy for third rowers. All three rows are covered with the curtain airbag, though.

Row two gets a 12-volt power socket (as well as a proper 220-volt socket in the Crusade) while a pair of fold-up hooks in the front seat backs can handle up to four kilos of shopping bags each. 

Legroom is adequate, though the seat base is mounted quite high which intrudes on headroom for taller passengers.

There’s a pair of ISOFIX mounts for a baby car seat and three top-tether points, as well as two cupholders in the centre armrest and bottle holders in each rear door.

Up front, meanwhile, reside a pair of manually operated seats in GX and GXL, and a powered driver’s seat in the Crusade, while an oddly half-wrapped steering wheel on GXL and Fortuner wasn’t a favourite with testers; the shiny veneer finish at the top of the wheel rim was decidedly slippery if grabbed during a parking manoeuvre.

Bottles can be stashed in all doors, while a pair of cupholders graces our auto-equipped tester’s centre console. However, manual-equipped cars miss out on front cupholders all together.

A USB and 12-volt socket are covered by rubber flaps, which along with the heavy duty rubberised floor mats are a hint to the car’s rugged aspirations.

On the negative side, the middle belt on the second row is mounted in the roof, and is a pain to access. It’s a long way up into the cabin from the ground for shorter folks, too, while the folded-up third row seats completely obscure the rear three-quarter windows when stashed.

The centre console bin, too, isn’t padded in the GX and GXL, and as mentioned, gets VERY annoying under your elbow after a couple of hours.

The bonnet, too, is ridiculously heavy. In fact, many people may struggle to lift it high enough to lock the support stay into place.

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.


Toyota Fortuner 8/10

The Fortuner comes in three grades, all with the same engine and four-wheel drive (4WD) set-up. How many seats, you ask? Seven, all told.

At the bottom of the price range, the GX costs $42,590 in six-speed manual guise or $44,590 with a six-speed auto. That’s a hefty $5400 cut in price, and it’s been slightly improved for 2018, with 17-inch alloy rims instead of steel wheels, and a set of rear parking sensors to complement the reversing camera.

LED taillights, air con, a cloth interior, cruise control, a chilled bin, a 7.0-inch touchscreen multimedia system and seven seats are all standard. A polyurethane steering wheel, basic multimedia system with Bluetooth (but no nav or Apple Carplay/Android Auto) and rubber mats round out the spec. The old-school radio CD player is a thing of the past, and there's no DVD player.

The $47,490 Fortuner GXL is the beneficiary of a $5500 price cut; it’s now as cheap as the GX was at launch.

Toyota has added a new multimedia touchscreen system, incorporating satellite navigation, to the 2.8-litre turbo-diesel powered GXL, which comes stock with a six-speed manual gearbox. Also on the standard equipment list are, LED tail-lights, air conditioning, cloth interior, a chilled centre console bin, the aforementioned 7.0-inch touchscreen multimedia system with a GPS-based navigation system and Bluetooth, as well as seven seats.

It also has push-button start with automatic door lock and keyless entry, roof racks, a colour TFT display for the dash, hill descent control, roof rails and fog lights over the GX. A half-leather wrapped steering wheel and old-fashioned rubber mats round out the spec.

A six-speed auto is $2000, while an all-leather interior with powered front seats is available for an additional $2500, if you're looking to know how much.

The list price of the Crusade is $5000 cheaper at $56,990, and only comes in auto. It offers a few extras on top of the GXL, including leather seats with heated fronts, padded centre console bin lid and a powered driver’s pew, a JBL-branded multimedia system with 11 speakers, daytime running lights, smart key and more satin-touch interior finishes including around the gearshift.

As with all the Fortuners, it comes with a locking rear diff and high-low range 4WD. Other niceties in the Crusade include a powered tailgate, but no sunroof is offered from the factory.

The range competes against the Ford Everest (even though Ford says it matches itself against the Prado), the Mitsubishi Pajero Sport and the Isuzu MU-X.

When it comes to picking one of the three, we’d lean towards the auto-equipped GXL. It has all the essentials with a few nice touches, and really only misses out on a padded centre console bin lid in terms of comfort.

When it comes to colours, the Fortuner comes in black, white, blue, brown, red, grey and silver.

Toyota offers a factory-approved accessories, including a bullbar, snorkel and nudge bar for the Fortuner. Floor mats are rubber, and rims are alloy. You'll need to source your own dual battery system if you want one.

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.)


Toyota Fortuner 7/10

The (1GD-FTV) 2.8-litre turbo four-cylinder diesel, sourced from the HiLux, offers the same engine specifications, with maximum power of 130kW at 3400rpm and peak torque of 420Nm between 1400 and 2600rpm in manual guise. The automatic version loses 30Nm of that torque value.

If you're wondering if the engine uses a timing belt or chain, it uses the latter. Oil capacity is 7.5 litres. Toyota doesn't offer a 0-100km/h acceleration speed figure for the car.

Linked to an Aisin-built six-speed manual with a well-weighted clutch, it’s a relatively quiet and pleasingly smooth, tractable engine. The six-speed (conventional, torque converter) auto, too, is well matched to the engine's horsepower, and the steering wheel-mounted gearshift paddles were rarely, if ever, employed.

If it came to a question of manual vs automatic, we'd plump for the self-shifter every time.

The Fortuner range comes with a high range 2WD/4WD and low-range 4WD system activated by a dial on the centre console, while a locking rear diff is also standard. As mentioned, suspension is steel springs and dampers, with MacPherson struts up front and a beam set-up at the rear. There is no rear air suspension.

The manual variant also offers a slightly higher braked towing capacity of 3000kg, versus the auto’s 2800kg. 

Weights for the car vary between 2110kg and 2135kg, and the gross vehicle mass (car plus payload, including people) is 2750kg – with four average people on board, you’ve got about 400kg of payload to play with.

The gross combined mass (car, trailer, gear and people) for the two transmissions is 5745kg (manual) and 5545kg (auto), meaning the Fortuner can legally tow 2995kg or 2795kg of trailer respectively when it’s fully loaded. 

Downball weight (the weight pushing down on the towbar ball hitch) is 250kg, and Toyota recommends the fitting of a weight distribution hitch if you’re hooking up something biggish. Watch this space for a tow test review.

There have been reported problems with the automatic transmission, with fixes in place to improve oil flow via changing a lock ball pin for fifth and sixth gears. As well, the tailshaft in some Fortuners has needed aligning to fix a gear selection problem.

There is no evidence of engine problems with the turbo powered Fortuner at this stage, though anecdotal evidence of fuel injectors lasting only 100,000km has been called out in various user groups.

There are no other common problems, complaints, defects or issues of note.

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.


Toyota Fortuner 8/10

Against a claim of 7.8 litres per 100km on the combined fuel economy cycle for all three grades and both transmissions, we used 66 litres of diesel to achieve a real-world figure of 8.9L/100km over 756km of testing in the GXL. 

The dash-indicated fuel consumption figures of 8.6 and 8.9 in the GX and Crusade bear out this claim.

There is an 'Eco' mode button on the dash, but it only changes the throttle map and doesn't really do much for economy; we used it for about 200km on a highway stint and mileage didn't improve noticeably.

When it comes to petrol vs diesel or LPG... wait, it doesn't matter. You'll never get a petrol version.

Its 80-litre tank offers a theoretical range of around 1000km between fills. No long range tank is fitted.

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. 


Toyota Fortuner 7/10

All three cars are essentially the same underneath, save for the 17-inch rims on the GX. The Crusade’s 18-inch wheels are fitted with more road-biased tyres, as well.

Instead of load-lugging leaf springs as in the HiLux, the Fortuner uses coil springs and a beam axle to improve ride quality.

We took the GXL for a an extended test, and it was a comfortable and competent alternative to a more car-based SUV.

It’s noisier inside thanks to its dual-purpose tyres, there’s no digital speedo (a strange omission, given there’s a multi-function digital centre screen between the dash gauges), the steering could be more precise at the speed limit, and modern safety aids like adaptive cruise control and blind spot warning would have been nice to have, but we emerged after each leg in good condition.

The long-travel suspension is firm at low speeds, but frees up the faster you go, providing a more comfortable ride over square-edged bumps and rougher roads.

Steering is reasonably direct, though not especially precise, and you need a steady hand to stop it wandering off centre – a trait of most 4WDs of this size, to be fair.

The 2.8-litre turbo-diesel feels strong at part-throttle, and the long travel accelerator pedal is easy to modulate. The engine sounds and feels laboured when it’s put under load, though, and runs out of steam as it nears 3000rpm. Blame the engine size - we're all used to bigger, leggier diesels.

Outside noise is well suppressed inside the cabin, and visibility is largely okay, save for the rear three-quarter view which is completely blocked by those stowed third-row seats.

To test its off-road ability, we ran the Fortuner up and down steep, rutted, gravel-strewn fire roads that would easily defeat a stock SUV. With its locking diff, on-demand low- and high-range 4WD, and a hill-descent switch, the Fortuner was far from troubled, walking down the slope with ease and climbing up again in H4 without drama.

Its ground clearance is 225mm (not 279mm as first stated by Toyota at launch), and has a wading depth of 700mm. Its turning radius is 11.2m.

Its 80-litre tank and approximately 1000km range may not be large enough for remote explorers, though.

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. 


Toyota Fortuner 7/10

All grades of Fortuner miss out on AEB, park assist, adaptive cruise control and lane departure warning, but seven airbags, a reverse camera and sensors as well as stability and traction control means it still scores a top five-star ANCAP safety features rating. 

It offers trailer sway control as standard across the range, as well as hill descent control on the GXL and Crusade grades.

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.


Toyota Fortuner 8/10

Toyota offers a fixed service cost program for the Fortuner, which costs $240 per service for the first six services over three years or 60,000km. 

Service intervals of 12 months or 10,000km are recommended, and a warranty of three years/100,000km is provided as standard. Toyota doesn't offer extended warranty, but the brand is well regarded for reliability. Just make sure your owner's manual is stamped.

A mid-grade GXL auto bought new in 2016 has lost around 20 per cent if you're looking at resale value.