Toyota LandCruiser 2017 Tow Test

Despite all the safety and technology advances which have proliferated in the market since, the 200 Series still lags behind the pack in standard luxuries, at least in the less expensive, sub-$100K versions. And initial impressions still ring true: “As a sure-footed tow vehicle for heavy loads over long distances, the Toyota LandCruiser 200 Series GXL V8 Turbodiesel is hard to beat on or off the bitumen,” was one reviewer’s summation at the time, which remains valid today.

How do I know? Because I’ve just towed a close to two and a half tonne caravan from Melbourne to Darwin with the latest, V8 turbo-diesel GXL LandCruiser seven-seater, clocking up more than 6000km including about 300km on bumpy, corrugated dirt.

Still the best?
I’ve towed dozens of vans weighing up to three tonnes or more with a variety of SUVs, dual-cab utes and wagons over the years, but none have been as stress-free, or - dare I say it - as enjoyable, to tow with as the brawny, big-boned ‘Cruiser.

Because let’s face it; towing any large trailer, caravan or horse float weighing over two tonnes is mostly not exactly a pleasurable experience – the constant lingering doubt is you’re just one unpredictable trailer sway from disaster.

But not with the LandCruiser, which combines all the attributes required of a top tow tug -- strong torquey engine (200kW/650NM twin turbo 4.5-litre V8 diesel), long wheelbase (2850mm), hefty kerb weight (2740kg) and close proximity of tow ball and rear wheels – to deliver a smooth, stable towing platform unlike anything this side of a super-sized American pick-up.

If it ain’t broke…
Considering it does the towing/touring basics so well — comfy lounge chair seats, relaxed ride, smooth punchy performance, commanding view — it’s a shame the GXL ‘Cruiser misses out on features now available on many sub-$30K runabouts, like a touchscreen with full smartphone compatibility and a digital trip computer from the 21st century.

The second-from-entry-level GXL model retails from $88,541 plus on road costs (about $8000 more than back in 2008). But for that money it still won’t measure fuel consumption, or run Apple CarPlay.

However, for long-distance touring, pulling a big trailer and loaded with people and cargo, it’s hard to fault. The creamy V8 (mated to a smooth six-speed automatic transmission) loses little in performance with 2.5 tonnes out back, accelerating strongly from the lights and surging up hills like there’s little attached behind.

It quickly settles into fifth gear and 1800rpm on the highway, and sometimes, on a lighter throttle, sixth gear for lower revs. It’s reasonably quiet in the cabin, enabling occupants to make the most of the basic six-speaker audio system (the $10,000 more expensive VX model gets the nicer nine speaker stereo).

There’s little of the stomach-churning pitching you often get with a leaf-sprung dual-cab ute on lumpy, truck-trodden B-roads and, with the rig set up nice and level, there was never enough sway to activate the standard Trailer Sway Assist, let alone worry the driver, even in some stiff cross-winds.

Outdated but workable tech
Although outdated, the 6.1in touchscreen display has a workable if somewhat clunky interface, and covers the basics including on-road sat-nav and phone and audio plug-in or Bluetooth connectivity.

What you do appreciate is all the in-cabin space and extra-large storage areas, including a generous, two-part console compartment, glovebox and door pockets which swallow all the drink bottles, snacks, sunnies and other odds and ends you want close to hand on a big road trip.

There’s also something to be said for extra leg, head and elbow stretching room, all of which helps you arrive fresh at your destination after a few hours behind the wheel…

With the two, removable third-row seats folded up, there was plenty of room in the rear cargo space for the Weber barbeque and 35 litre portable fridge, which plugs into the handy 220V socket for cold drinks on the go.

To make the most of all that space, the 200 Series boasts above-average weight capacities, including a healthy 6850kg GCM and 3350kg GVM. That leaves a useful 610kg payload (including up to 200kg on the roof) which can be legally carried, even when towing the maximum 3500kg, although any weight on the tow ball will eat into the payload.

Dirt cruiser
Whereas some off-road vehicles feel out of sorts when going at a decent clip on the bitumen – and sometimes on dirt -- the ‘Cruiser feels as well planted off-road as on. Thanks to the lush coil-spring ride, it soaks up bumps and corrugations, and was quite comfortable maintaining a 70km/h ‘sweet spot’ to iron out the corrugations and reduce wear and tear on both rig and occupants.

Helping matters is a sensible wheel/tyre combo of 17in alloys with Dunlop Grandtrek AT22 rubber. Even without dropping tyre pressures of around 35psi on the dirt, it never felt harsh and we didn't get a puncture.

The dual-range system, with full-time 4WD and twist-dial low-range selection, didn’t skip a beat and, thanks to a 700mm wading depth (but without the $500 optional snorkel fitted), the only time we had to turn back was at a deep water crossing along the track to Twin Falls in Kakadu.

All of that no-worries demeanor in the outback makes the LandCruiser’s extra bulk easier to forgive back in the ‘burbs. Sure, it struggles around corners and won't fit in tight parking spots, but the long-range fuel tank ensures you spend less time at the bowser – we calculated around 10.5L/km driving solo around town, for a range of 1300km.

When towing, consumption averaged around 17-23L/100km, depending on changes in gradient, average speed and side-winds, which dropped the range down to a still respectable 600-650km.

Verdict
Only trainspotters will have noticed the minor updates to the Toyota LandCruiser 200 Series along the way, and periodic price rises. The basic package remains the same, which is why the ‘Cruiser continues to sell strongly (around 12,000 in Australia in 2016.)

To be honest, the LandCruiser probably has fewer serious rivals today than a decade ago, as the latest Land Rover Discovery sheds weight and costs more for desirable six-cylinder versions.

If you’ve got the ‘folding’, additional included kit makes the more luxurious VX or Sahara grades worth the extra dollars. Otherwise, the bare-boned LandCruiser GXL is just fine if all you want is one of the best tow tugs on the planet.

Toyota LandCruiser 200 Series GXL
Price: $88,541 (plus on-road costs)
Engine: 4.5-litre turbo-diesel V8
Outputs: 200kW/650Nm
Transmission: Six-speed automatic
Fuel: 9.5L/100km (ADR combined)
CO2: 250g/km (Estimated)
Safety Rating: Five-star ANCAP
Tow Rating: 350kg, 3500kg