Toyota Land Cruiser VS Volkswagen Amarok
Toyota Land Cruiser
- V8 engine
- 4WD capability
- Very comfortable
- Old interior
- Lack of practical space
- Great V6-manual combo
- Superb ride and handling
- Genuine off-road chops
- Short on key safety gear
- Old multimedia set-up
- Expensive to service
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|
They say good things come to those who wait, and perhaps this is the best demonstration of that truism… in the automotive world, that is.
Aussies have asked for it for years, and Volkswagen has finally delivered. Yep, the Amarok is available with a V6 engine and a manual gearbox!
Now, we all know the Amarok has made waves since it became available with a bent six, but that didn’t stop some people from asking, ‘What if it came with a clutch pedal?’
Years later, they don’t need to wonder anymore. Let’s get shifting.
|Engine Type||3.0L turbo|
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.
Can you believe Australia is the only market in the world that gets access to the manual Amarok V6? Given how good the automatic version is, it should come as no surprise that the manual adheres to the same high standard.
Yes, the Amarok V6 is getting a little long in the tooth, and that means it falls well short on the safety and multimedia fronts, but it’s still the best drive in the ute segment. Needless to say, those Aussies that cried out for a manual version have been rewarded for their patience.
Is the manual Amarok V6 the best dual-cab pick-up on the market? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
The Amarok might be nudging its 10th year in market, but it’s still a boxy but muscular looker, which is something you can’t say about many dual-cab pick-ups.
Picking the manual out from the Amarok V6 crowd is a little tough, though. Trainspotters will notice its 17-inch 'Posadas' alloy wheels, and let’s not forget its rims are shared with its automatic entry-level counterpart. Either way, that’s it.
Okay, there is more to it than just that. Buyers can add the no-cost 'Enduro' options package, which bundles in a bonnet protector, black side decals and a black sports bar. And why wouldn’t you tick that box? We would, if signwriting wasn't on the agenda.
Despite the drivetrain change, dimensions are the same as any Amarok V6, measuring 5254mm long (with a 3095mm wheelbase), 1954mm wide and 1834mm tall.
Inside, heavy-duty rubber floor coverings and hard-wearing cloth upholstery are giveaways you’re dealing with an entry-level Amarok V6, ready to work hard.
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.
Indeed, the manual Amarok V6 is a rough and tough ute, so you won’t find much in the way of luxurious finishes. Granted, its steering wheel, gearshift and central armrest are trimmed in leather, but hard plastics abound for most other major touchpoints.
The cabin is well-designed, with plenty of space for loose items (see the cut-out in the middle of the dashboard and the cubby hole in front of the gearshift), and then there’s the more secure glove box and central storage bin, both of which are decently sized.
A pair of cupholders is predictably located between the front seats, while all four door bins are large enough to house drink bottles. There isn’t a flip-down rear armrest with cupholders in the second row, though.
Once a class leader, the multimedia system looks and feels old in 2020. It doesn’t help that it powers a 6.33-inch touchscreen, which is very small these days.
The first row features a 12-volt power outlet, a USB port and an auxiliary input, while the second row misses out on all three.
Don’t expect a lot of legroom in the rear. Behind my 184cm driving position, my knees brush up against the front backrests (which have map pockets). That said, the Amarok V6’s width means there’s more than enough shoulder room, even with three adults abreast.
Three top tether and two ISOFIX anchorage points are on hand for installing child seats, making the Amarok V6 a viable option for parents, although the lack of rear air vents might prompt complaints from the smaller members of he family.
And being a dual cab pick-up, you can expect a large tub. In this instance, it measures 1555mm long, 1620mm wide (including 1222mm between the wheelarches, which is enough width to accommodate a standard Australian pallet) and 508mm tall.
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.
Priced from $49,590, before on-road costs, the manual Amarok V6 appears pricey. But when you consider it’s the most affordable way into a V6 dual cab pick-up in this market, it starts to make a lot more sense.
In fact, all of its rivals in the same price range (Toyota HiLux, Ford Ranger, Mitsubishi Triton, et al) make do with four-cylinder engines that fall well short of it in the power and torque stakes, but more on that in the next section of this review.
The manual Amarok is only offered in one entry-level specification, dubbed Core. For the spend you get a part-time transfer case with low range, a rear mechanical differential lock, underbody protection, fender flares, ventilated disc brakes, mud flaps, power-adjustable side mirrors (with heating), power-operated windows, a full-size steel spare wheel and a matt-black rear step bumper.
Inside, a six-speaker sound system, a monochrome multi-function display and single-zone air-conditioning feature.
Auto headlights and rain-sensing wipers are extra-cost options alongside the six paintwork options: 'Candy White', 'Mojave Beige', 'Indium Grey', 'Reflex Silver', 'Starlight Blue' and 'Deep Black').
As you’d expect, there’s also a plethora of dealer-fit accessories available.
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.)
That said, the three-pedal set-up does have one key downside: a 50Nm loss in maximum torque. Indeed, the manual version produces 500Nm from 1250-3000rpm, instead of its automatic counterpart’s 550Nm from 1500-2500rpm.
And while peak power is shared, at 165kW, the manual develops it over a narrower band (3250-4500rpm versus 2500-4500rpm in the automatic), so there’s also that.
Either way, you get up to 180kW on overboost, which is available for 10 seconds when the accelerator is depressed beyond 70 per cent in third or fourth gear, making it ideal for highway overtaking.
So, when it comes to outright grunt, the manual Amarok V6 still blows the competition away, so there’s not much to be upset about here.
Maximum braked towing capacity is also down in the manual, at 3000kg, instead of the automatic’s 3500kg. That said, the former does have the biggest maximum payload of any Amarok V6, at 1004kg, which makes it a genuine one-tonner.
For reference, the manual Amarok V6’s maximum unbraked towing capacity is 750kg, while its towbar load limit is 300kg.
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.
The manual Amarok V6’s claimed fuel consumption on the combined cycle test (ADR 81/02) is 9.7 litres per 100 kilometres, which is 0.7L/100km more than its automatic counterpart drinks.
During our launch drive, consisting mainly of highway driving and off-roading, we averaged a little less, at 9.4L/100km, but expect that figure to climb above 10.0L/100km in mixed usage.
For reference, fuel tank capacity is 80 litres. There’s also a second tank that stores up to 13.0L of the required AdBlue.
Carbon dioxide emissions are claimed to be 254 grams per kilometre, meaning the manual chugs out 18g/km more CO2 than the auto.
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.
When it comes to sheer driving pleasure, the Amarok V6 sets the standard for utes.
Part of that success is thanks to its previously exclusive automatic transmission, and at long last we’re happy to report its manual counterpart is just as good.
Sure, first gear is short, but the engine produces peak torque just above idle, so it’s easy to come off the line in second if you want/need to, especially when low-range is engaged. But more on off-roading in a moment.
Conversely, the throw is relatively short, which is nice, while the gate is surprisingly smooth – two key characteristics of a good manual transmission.
Even better, though, is the clutch, which is well-weighted. Indeed, in a world where most manual utes feel suitably agricultural, the Amarok V6 does its best impression of a sports car.
Naturally, the V6 helps matters by being the perfect dancing partner. You hardly notice the manual’s aforementioned torque deficit because there’s still so much to play with.
And a brief moment after maximum torque departs, peak power arrives and pushes you towards the redline. Yep, this is an engine that doesn’t really run out of puff.
Now, there’s much more to this Amarok V6’s story than just its manual gearbox. As mentioned, it also ushers in a transfer case that plays a key role in its part-time four-wheel drive system with low-range – a first for Volkswagen’s hardest-hitting ute.
Yep, if you want rear-wheel drive antics (and better fuel efficiency), they’re possible by leaving the manual in 2H. If you want unflappable AWD grip, switch it over to 4H by engaging neutral and pressing one button.
But if you need the capability of low-range to get you out of a sticky situation, press that button one more time and 4L arrives to save the day. And if that’s not enough, there’s still a rear mechanical differential lock on hand, as in the automatic.
Needless to say, our off-road expedition proved this set-up works really well. Again, a lot of this Amarok’s success can be put down to its mighty V6 engine, which serves up more than enough torque to get the job done. Capable, indeed.
But credit should also be sent the way of the 'Off Road' drive mode, which slackens off the ABS and ESP to make braking and accelerating more off-road-friendly, but only in 2H and 4H, of course.
The version of hill-descent control employed here is also brilliant, automatically engaging when tackling a steep decline, with its speed adjusted by the accelerator and brake pedals, instead of buttons on the steering wheel, which can feel unnatural.
Off- and on-road performance is helped by the Amarok V6’s hydraulic power steering, which is a brilliant throwback to the time before the electric revolution. As such, feel is one of its strong points.
The steering is weighty but not heavy, making it great in hand. That said, it is a tad hefty at low speed, and a 12.9m turning circle isn’t exactly tight, but we’re talking about a ute after all.
Suspension-wise, the Amarok V6 and its ladder-frame chassis have double wishbones up front and leaf springs at the rear, the latter dealing with an unladen tub better than you might think. Yep, there’s very little skittishness going on here.
Generally speaking, lumps and bumps are dealt with well on road, while the ride is just as settled off-road. This is a ute that doesn’t feel like a ute – and that’s a good thing.
Speaking of which, the way in which the manual Amarok V6 shifts its 2076kg frame is remarkable. Sure, it can’t defy physics, but it exudes relative composure when being pushed around a corner with intent.
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.
The Amarok range was awarded a five-star ANCAP safety rating way back in 2011, but a lot has changed in the nine years since.
For example, while you get dual front and front-side airbags, you don’t get curtain airbags for the second row, making rear occupants more vulnerable in crashes.
These active safety features can be had in many of the Amarok’s rivals, albeit to varying degrees.
You do, however, get cruise control (not adaptive), a reversing camera, rear parking sensors, hill-start assist and hill-descent control as well as the usual electronic stability and traction control systems, with the former even accounting for trailer sway.
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 Amarok range comes with Volkswagen’s five-year/unlimited-kilometre warranty, which is on par with most of the mainstream brands. Some (we’re looking at you, Kia and SsangYong) up the ante to seven years.
One year of roadside assistance is also included with the ute.
Also on par are the service intervals, which are every 12 months or 15,000km, whichever comes first. What isn’t, though, is their cost.
Even with a five-year/75,000km capped-price servicing plan, the average charge per visit is $609. Needless to say, that’s pretty pricey.