LandCruiser 200 sets a new standard

Toyota has just launched the new 200 Series generation of LandCruiser wagon with a mix of new technology and the sort of traditional attributes that have made it a favourite in remote parts for the past 50 years.

During that 50-year history here in Australia, buyers have purchased over half a million units of the large offroader. This makes Australia the largest per capita market for LandCruiser in the world and second outright, after the Gulf states in the Middle East.

The LandCruiser was introduced here in 1957 when Leslie Thiess (later Sir Leslie) imported the Japanese vehicles to assist in the construction of the Snowy River hydro-electric scheme.

Since then, the LandCruiser has diverged into two distinct product lines: the original commercial vehicle and the wagon, which was introduced as the 55 Series model in 1967. The wagon has subsequently evolved into 60 Series (1982), 80 Series (1990) and 100 Series (1998).

As befits a vehicle that only undergoes major redesign once every eight years or so, the new LandCruiser has made the sort of technological leap that should, with some tweaking along the way, keep it a market leader until the next all-new model fronts up.

We've covered the pricing elsewhere, but here's some technical background to go with it.

Firstly, the 200 Series Cruiser is built on an entirely new platform, although some of the design and engineering for the new SUV was shared with the American market Tundra light commercial vehicle and the Sequoia, which is also an SUV, but larger than the LandCruiser.

For the first time in the model's history, only V8 engines are available. The petrol V8 displaces 4.7 litres and is fitted with variable valve timing ('VVT-i'). Output for this engine is 202kW of power at 5400rpm and 410Nm of torque at 3400rpm.

The turbodiesel engine displaces 4.5 litres and produces 195kW of power at 3400rpm and -- most importantly -- 650Nm of torque between 1600 and 2600rpm. According to Toyota, the new engine uses 6.3 per cent less fuel than the old six-cylinder diesel engine in the 'LC100'.

Toyota has introduced a host of new features and technology in the LC200. For a start, the turbodiesel drives through a new six-speed automatic transmission (the petrol engine drives through a five-speed auto). No manuals now in the LandCruiser.

All models rely on a full-time 4WD system with dual range and 'Torsen' (torque sensing) centre differential -- the last to channel the torque from the transmission to front and rear axles. The Torsen diff automatically adjusts the split to send the torque where it's most needed.

Toyota has dropped the Standard grade that was the entry-level model in the LC100, leaving fleet buyers in that market sector with the option of purchasing the Prado Standard or the 70 Series.

LandCruiser GXL is now the entry-level model, with the petrol V8. Curiously, the GXL petrol has some features that the more expensive LandCruiser GLX turbodiesel lacks -- nice new features such as 'Crawl Control', which can't be had with the turbodiesel models, due to the stall characteristics of the diesel engine in offroad environments.

The diesel GXL also misses out on the KDSS that is standard for all other models in the range, although it is an option. KDSS stands for 'Kinetic Dynamic Suspension System' and basically links front and rear anti-roll bar drop links via a hydraulic set-up that allows optimum wheel articulation with minimal body roll. We've tried it and it works. Watch out for our launch review and further information about Kinetic Suspension in coming days.

The suspension comprises a revised double-wishbone front end with higher mounting points for the wishbones. At the rear, the live axle is held in place by a Panhard rod, coil springs and trailing arms in a 'four-link' setup.

Ventilated disc brakes are fitted front and rear, with four piston calipers up front. The front rotors measure 340x32mm and the rear rotors measure 345x18mm.

Weights for the new LandCruiser range from 2555kg for the petrol GXL to 2720kg for the turbodiesel Sahara. With trailer brakes, the LandCruiser will haul 3500kg. That combines with the 3300kg GVM for a gross combined mass of 6800kg.

Overall, the LC200 is longer (60mm) and wider (30mm) than the superseded LC100. With the V8 engines fitted to the new model, Toyota was able to use some of that compact engine design in the longer body to liberate more interior space.

The company has also styled the new LandCruiser with a higher beltline for a more contemporary look. In going for that more contemporary look, Toyota has improved the vehicle's aerodynamic coefficient of drag from 0.39Cd for the LC100 to 0.36Cd.

Underneath the restyled exterior, Toyota has played around with the LandCruiser's structure for improved strength and durability. The company claims that torsional rigidity is 40 per cent up on the old model's, with bending resistance enhanced by 20 per cent.

Toyota has equipped the new LandCruiser with safety features and driving aids such as the crawl control mentioned previously, multi-terrain traction ABS with EBD and brake assist, Downhill Assist Control (DAC), Active Traction Control, six airbags including side curtain airbags with coverage for all three seating rows (10 airbags in VX and Sahara, including dual knee airbags and side seat airbags for the second-row seating), seatbelt pretensioners for all outboard seats and a reversing guide as standard for the Sahara.

Offering the specification it does, the LandCruiser is likely to build on its current client base, which Toyota claims principally consists of male buyers in the 40 to 50-year old bracket with an income around $120,000 per annum.

Toyota's market research also indicates that, unlike other SUVs, 80 per cent of LandCruisers go to homes where the owners use their SUVs offroad. In Australia's north, where the LandCruiser is king, that sounds very likely.