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By
EWAN KENNEDY
12 November 2007
New Toyota LandCruisers are few and far between so this week’s
launch of the 200 Series to Australia, the second largest market in the
world for the 4WD, is an immensely important occasion for the Japanese
giant.
Not that this was the first visit of the LC200 to Australia, it’s
been secretly coming here for three years now. First in late
prototype stage, later in versions that were ever closer to the
finished product. Our outback has helped shape the new LandCruiser,
with numerous changes being made as it was honed to suit some of
the toughest roads on the planet. Testing sessions included two
100,000-kilometre endurance runs.
LandCruiser 200 Series has a gentler look than the 100 Series,
though the designers haven’t gone too far in softening the
shape. It’s still big and bold in its looks with a standout
grille and large headlights. However, we have doubts about the
bulge in the front of the headlights, they could be damaged when
squeezing through tight off-road areas.
The body is more aerodynamic than it looks, with a figure of
0.35, and slips through the air with little fuss. When we cruised
it at 130 to 140 km/h on Northern Territory roads the LC200 had a
feeling of real refinement.
Interior space is impressive and the LandCruiser 200 can seat
up to eight people, six can be adults, but four plus four children
is more realistic. The second-row seats can slide backwards and
forwards to juggle the amount of legroom. When they are all the
way back the space is positively limo-like, though the third row
seats are very cramped when you slide the centre row all the way
back. The rearmost seats fold up against the side of the luggage
area when not in use. Headroom in the latter two rows of seats is
less than we had anticipated.
Most LandCruiser 200s in Australia will be powered by a new
4.5-litre twin-turbo diesel powerplant. Using two turbos lets the
V8 in the LC200 generate up to 195 kilowatts, big power from a
diesel. Even more important is the torque output. There is 650
Newton metres on tap from just 1600 rpm, that peak remains until
the engine gets to 2600 revs so most drivers will find the engine
working efficiently at peak torque virtually all the time.
There's also a 4.7-litre petrol engine with 202 kW, and 410 Nm
at 3400 revs. The fuel consumption of that engine has been
officially measured at 14.5 litres per hundred kilometres, not bad
for a vehicle in this class, but way above the 10.3 litres per
hundred of the turbo-diesel. Then again you pay a hefty $10,000 up
front to buy the diesel instead of the petrol.
The latest suspension system gives good articulation for tough
off-road conditions, yet retains a good on-road ride that’s not
that far removed from that of a passenger car. A special system
developed in Australia offers additional articulation by virtually
de-coupling the anti-roll bars. It’s not on all models so check
with your local Toyota dealer for fitment.
Transmission is by way of a five-speed automatic with the
petrol engine, and a new design of six-speed auto when the diesel
is selected, the latter has been specially engineered to cope with
the big torque being fed into it.
Drive is permanently to all four wheels, with high and low
ranges from which to choose. The latter are selected by a rotary
knob on the dash near the steering wheel. An electronic ‘crawl
mode’ has been developed for the harshest off-road running when
the petrol engine is installed. The diesel doesn’t need it as
its torque characteristics at very low revs do the work.
Primary safety is assisted by ESP (Electronic Stability
Program) and ABS on all models. Secondary safety is exceptional,
with as many as 10 airbags being fitted to the topline models,
even the lower-cost versions get six and these include curtain ‘bags
that protect occupants in all three rows of seats.
We tested the new LandCruiser in wet and muddy tracks in Alice
Springs (yes, mud in Alice Springs!) and came away very impressed
by its refinement of ride, stability at speed even on corrugated
dirt and the ability to fight its way over surfaces that would
have stopped all but the best in this true 4WD class.
The electronic stability aids give the driver assistance in all
conditions, though as always we caution that they are there for
emergencies, not to let you try to beat the limits of physics –
because you won’t.
Among the aids are hill start and hill descent controls. The
latter is particularly impressive, giving a slow, hassle free ride
down slope that would otherwise frighten a novice off-road driver
half to death.
The new LandCruiser is sold in GXL, VX and Sahara variants. The
previous Standard model has been discontinued, Toyota Australia
reasoning that the latest 70 series or the lower-cost Prado can be
using as a substitute.
GXL 4.7-litre petrol: $69,990
VX 4.7-litre petrol: $79,990
GXL 4.5-litre diesel: $79,990
VX 4.5-litre turbo diesel: $89,990
Sahara 4.7-litre petrol: $94,990
Sahara 4.5-litre turbo diesel: $104,600
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Marque Publishing Company
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