LandCruiser 200 Series GXL V8 Turbo-diesel

Heavyweight hauler

When you're looking for a good all-round wagon, it's hard to find one that covers all bases. Toyota may have produced the solution in the LandCruiser 200 Series.

The new 200 Series was introduced in 2007 and is the first time Toyota's top-end 4WD wagon has been refreshed since the 100 Series arrived in 1998. The 200 Series also brought with it an all-new V8 turbo-diesel engine - perfect for towing a bigger boat.

The LandCruiser 200 range is available in GXL, VX and Sahara versions in a choice of petrol 4.7lt V8 or the GXL V8 turbo-diesel engine we tested.

The LandCruiser 200 has evolved as a premium 4WD wagon, with prices starting at $70,715 for the GXL 4.7 V8. As tested, the GXL 4.5 V8 turbo-diesel is $81,328.

The LandCruiser is reasonably well equipped, as expected for the substantial asking price. It has a six-speed automatic transmission, dual-range, full-time 4WD, 17in alloy wheels (including the spare wheel), climate-controlled air-conditioning with pollen filter, dual front SRS airbags, front side airbags, full-length three-row side curtain-shield airbags, ABS brakes (with EBD and Brake Assist), Vehicle Stability Control, Active Traction Control, Hill-start Assist Control, Smart Entry and Smart Start, Downhill Assist Control, a sub fuel tank, a six-speaker audio system, cruise control and Bluetooth capability.

BIG INTERIOR
The LandCruiser's interior is a cavernous and comfortable space. The front seats are easy to get in and out of if you're stopping regularly during your working day. Although they look relatively flat and are not especially supportive during fast cornering, the seats are surprisingly comfortable for long stints behind the wheel.

The material appears hard-wearing too, and the presentation shows typical Toyota attention to detail and quality, even if it does not look very luxurious in line with the cost of the vehicle. Shorter drivers may miss the LandCruiser's lack of seat-height adjustment, but at least there is steering wheel tilt/reach adjustment.

The commanding view out is very good, although slow-speed manoeuvring takes a bit of care, as there are a few blind spots to the rear of the vehicle. All the switches and instruments are very easy to find and use, with big, well-marked buttons for the most part high up and easy to see by the driver without taking eyes off the road for very long. There are no steering wheel mounted controls for audio or a trip computer.

There are ample storage spaces around the cabin, with big door pockets, a couple of centre console cupholders and a very deep, large centre console lidded bin.

Second-row seat room is more than ample for three adults, although the seat feels a little too firm and is not very well contoured. The third-row seat for three is best left to sub-teenage children.

The cargo area is flat and as with previous LandCruisers accessed via a horizontal-split tailgate. The loading point is fairly high too, so the combination of having to lift high and slide in from the tailgate, with heavy equipment for example, day in and day out may wear thin.

The third-row seats fold up against the cargo area sidewall. At least they can be taken out for better load-carrying if required, which then makes the cargo area a large, squared off space that would be more than adequate for carrying large amounts of gear once you've fitted an aftermarket cargo barrier. Curiously, though, there is no 12V socket fitted in the cargo area for powering accessories such as 12V fridges.

TWIN TURBOS
The twin-turbo V8 works very well hauling the 2700kg LandCruiser. It has the typical turbo-diesel lag, but like other such high-torque diesels, the LandCruiser's only performance problem is the jump in torque delivery from 2000rpm. Once you're used to the difference, then you don't try to take traffic gaps and expect the lightning response you get from 2000rpm.

Provided you get used to the lack of linear acceleration, the performance is just outstanding. There are times where you need to watch the speedo because once rolling, the LandCruiser is very quick for a 2700kg truck.

You notice the big V8 diesel rattle at lower speeds, but once it's cruising on the highway you'd almost think you're driving a petrol.

The six-speed auto transmission is smooth but is reluctant to lock-up the torque converter in sixth gear, even while cruising at 110kmh solo. It is a very tall top gear ratio, and despite the engine's torque, it simply seems to struggle with almost idling along at around 1400rpm in top gear at about 110kmh.

The LandCruiser 200 may accelerate well in a straight line but don't expect it to corner like a Ferrari. It is a big, heavy separate chassis 4WD, so while it tours well at cruising speed, the grip in tight, slow-speed turns is nothing special. The live rear axle doesn't absorb large pothole or corrugations without a skitter or two, either - but it's nothing excessive and just typical of a live rear axle design. The independent front/ live axle rear all-coil suspension does generally ride quite well.

The LandCruiser's claimed fuel economy average is just 10.3lt/100km but when towing 1700kg behind it at 100kmh we achieved 16.4lt/100km. The LandCruiser has an excellent fuel range, even when towing you should be able to travel 700km.

TOW TIME
The 200 Series, like its forebears, is a formidable towing vehicle. It really shows that wheelbase and weight do go a long way to making a stable towing platform. The Cruiser hardly felt the extra 1700kg of trailer behind it.

The LandCruiser feels very stable when towing and did not drop much at the rear with a ball weight of about 170kg on the ball. Some occasional vertical movement at the rear and a slight squirm over bumps was the extent of the difference in driving solo and towing.

Toyota says that the LandCruiser should be fitted with a sway control device when towing more than its tare weight and that a weight distributing hitch should be used at all times.

Toyota also says not to tow for the first 800km of a new vehicle's life and the towing ball and bracket should be tightened after 1000km.

Servicing for towing is halved from the scheduled 20,000km services for normal use to 10,000km intervals. The Front axle maximum is 1630kg and the rear is 1950kg.

The LandCruiser is too expensive for the kit in it, but then it has everything covered off for a good off-roader and towing vehicle that could also serve as the family car and work vehicle. It's too good to throw bulky or dirty work gear into it, but if you towed a work trailer, you wouldn't even know it was there.

For more information, visit www.toyota.com.au