Toyota Kluger GX 2014 Review

Toyota Kluger GX (AWD)

Hands down, the Kluger won the battle for best front-of-cabin storage. There were a variety of storage spots (including a newly designed shelf arrangement) that easily housed items like smartphones. There’s even a nifty cord access hole so you can make use of the plug-ins in the space below.

Cupholders were of usable size and in-door storage huge. Then there’s the oversized centre armrest, which almost moved this SUV to an eight-seater while its dual retracting lid made accessing the space easy.

While we welcomed the refreshed interior design, thoughtful inclusions and updated materials, it was disappointing the Kluger’s ergonomics weren’t up to scratch. The flat dash seemed too distant from the driver and, as a result, it was harder than the others to get a settled driving position.

While the Kluger’s third-row has gained some additional space, it’s still not as roomy or comfortable as the Pathfinder’s. However, the Kluger’s 60/40 second-row split-fold seat was the equal of the Pathfinder’s for flexibility and ease of use.

The Kluger’s braked towing capacity was 2000kg, the same as the Santa Fe.

The execution of the infotainment console was also questionable, with an indecisive mix of buttons, touch-sensitive pads and dials.

These elements aside, the Kluger scored equal points in many criteria, with the judges particularly impressed by the new exterior design direction that sees the Kluger strike a ‘standalone’ stature. So, while the Kluger missed out on first-place honours in this category, it’s a convincing runner-up.

The 3.5-litre V6 feels Lexus-inspired, and had the most grunt with 201kW and 337Nm. It was enough thrust to propel the new-look Kluger to 100km/h in a car-like 7.9sec (as tested).

The downside of course was that fuel economy suffered, and the Kluger recorded an average of 11.4L/100km.

Ten years ago the Toyota would have had the slowest, dullest character of the group, with steering like soggy cardboard. But as with most of Toyota’s refreshed range, the Kluger was vastly improved dynamically, and we like it.

Along with straight-line speed, it was generally well-mannered with seamless gear changes from its conventional six-speed automatic, a composed ride through corners with little body roll when pushed – though it wasn’t quite as sedan-like as the Santa Fe.

While the steering was not quite as good as the Hyundai, the Kluger did feel more confident mid-corner. It also offered strong braking, albeit with an overly sensitive pedal.

In its newfound quest to be sporty and athletic, the Kluger's comfort levels have deteriorated; with ride quality the worst of this lot. It's not a particularly bumpy or uncomfortable ride, it's just not as smooth, refined or controlled as the other two.

Included as standard were dusk-sensing headlights, all-auto power windows, LED daytime running lights, front foglights, and a reversing camera. Unlike the Nissan or Hyundai, however, it didn’t feature acoustic reversing sensors.

The Kluger GX had a basic six-speaker audio system with Bluetooth telephony and audio steaming, a 6.1-inch touchscreen, and USB and 3.5mm auxiliary audio connectivity. The screen could not be switched off at night, and unlike at least one of its rivals, the Kluger doesn’t come with keyless entry and start, climate control, electric seat adjustment or adjustable steering weight.

But it does have hill-descent control and a centre differential lock and a useful, if somewhat fiddly trip computer, albeit with basic dot matrix display.

Bluetooth functionality was the best on test, with the phone’s menu and dialling functions both accessible and easy to use, and without having to take your hands from the steering wheel.

Most features omitted from the Kluger GX are available on the pricier Kluger GXL and top-shelf Kluger Grande. It’s also worth noting that the GXL Kluger only just matched the equipment offered standard on the base-grade Pathfinder ST (as tested).

Kluger pricing ranges from $40,990 to $67,990 (plus ORCs) but while Toyotas have a reputation for retained value, it can't quite match the Pathfinder, with 55 per cent of its original value after five years, according to redbook.com.au.

The Kluger did have the lowest cost capped-price servicing arrangement of the trio, at $170 per service. Service intervals are set at six-months or 10,000km, whichever comes first which means the Kluger costs around $40 more than the Santa Fe in this regard.

However, the Kluger had the shortest capped-price servicing plan of any vehicle on test at three years or 60,000km (whichever comes first).