Toyota LandCruiser 2019 Tow Test

After countless thousands of kilometres over 12 years of mostly towing with the Toyota LandCruiser 200 Series, it’s fair to say it’s become a familiar old friend. Admittedly one that has seen some surgery a time or two since arriving in late 2007 to stay looking young, but the same enduring, reliable friend underneath.

Late last year, the LandCruiser 200 was once again updated, this time just the GXL and VX trim levels with extra equipment added, and some price rises to go with it.

For those of us that have been around since the 80 Series, it’s easy to forget that the biggest Toyota 4WD wagon is now very much a luxury vehicle. While the range starts at $78,190 for the base model fleet special the GX, the VX turbo-diesel here starts at $99,990.

As tested here, with metallic paint ($600), tow tongue, ball and rear cover at $227 (the hitch is standard) and trailer wiring ($207) the LandCruiser was $101,025 (prices are plus on-road costs).

The LandCruiser VX as tested here now gets blind-spot monitor, rear cross-traffic alert, a four-camera multi-terrain monitor and auto-dimming interior and exterior mirrors, previously only on the top-shelf LandCruiser Sahara.

The rest of the LandCruiser VX’s standard kit is good rather than great for the money, with dusk-sensing auto-levelling bi-LED headlamps, LED front fog lights and daytime running lights, leather-accented seats, Nine-inch touchscreen with sat nav, 18-inch alloy wheels, rain-sensing wipers, moon roof, black side steps and woodgrain-look interior highlights.

You have to spend about $20K more on a Sahara to get features such as heated seats, AEB and active cruise control. Apple Carplay and Android Auto are not on the menu at all, let alone tyre-pressure monitoring.

Who gets a seat when the music stops depends on what LandCruiser 200 you choose. While the GX is a five-seater only (so scratch that model as the big family car) the VX and Sahara turbo-diesels are seven-seaters. If you want eight seats, you have to go with petrol GXL, VX or Sahara. Or the GXL turbo-diesel. Confused yet..?

While safety is covered off with 10 airbags, stability, trailer sway and traction control, the LandCruiser’s five-star ANCAP rating dates back to 2011.

The 200 Series has a big interior with plenty of room for five in the first two rows. Even the third row isn’t as uncomfortable or cramped for adults as many SUVs are, although the third row’s seats folding up to the sides walls is a feature going back decades. Fit and finish are excellent.

Behind the wheel is the simple, straight-forward Toyota layout you’d expect until you get to the infotainment screen. While the around-view and reversing cameras are crystal-clear when there’s no direct light, the screen reflects easily in bright sunlight.

The centre screen menus are a bit awkward too: for example, to have control of climate control fan speed, you need to go to settings and elect to have it on the screen. Then there’s the around-view camera selection, which is a button on its lonesome of the left of the dash.

These aren’t deal-breakers, but there are many more modern vehicles that incorporate these features far more seamlessly.

The LandCruiser is still a smooth operator after all these years, although the cracks are beginning to show.

The engine is noisier than you expect for the premium ask (although not unpleasant if you like a V8 burble), but it doesn’t have much lag and unladen it’s very responsive. On the freeway it lopes along quietly at about 1500rpm in sixth gear at 100km/h.

Ride over bigger bumps is more abrupt than you’d expect, although it soaks up corrugations and potholes relatively well. Around town the 200 Series doesn’t feel as big as you might think, with a reasonable 11.8m turning circle.

It’s been a while since we’ve tow-tested the 200 Series. Is it going to haul well, or is it past it? We grabbed a 2800kg Millard tandem van (with 200kg towball download) from RV Connection in St Marys NSW to find out if heavy-duty hauling was still within the realm of the venerable Toyota.

The LandCruiser lost its tail-up static unladen stance with a 50mm drop at the back with the caravan hitched up. The nose, however, rose just 5mm.
Toyota recommends use of a weight distribution hitch when towing, but we went without these to see how stable (or not) the big ‘Cruiser felt.

There was a slight sway at 90km/h but it was brief and induced by the air around a passing truck. The rest of the time the ‘Cruiser was a relaxing to drive as it is without a trailer. Sure, its suspension got a bit busy over some undulating secondary roads, which resulted in a stuttery ride, but otherwise the LandCruiser was as refined and quiet as ever.

The LandCruiser is a great towing performer; around town it takes off assertively and it maintains cruising speed in most circumstances even with a heavy van hitched up.

When cruising on the plains the engine speed dropped to 1500rpm in top gear only infrequently -- it didn’t take much of an incline for a kick-down to fifth gear.

Up the test hill, the 200 Series dropped just 5km/h from the 90km/h start speed and engine braking was also good, with speed creeping up just 3km/h over the 70km/h start at the top of the descent.

Fuel consumption on the towing loop averaged a pretty thirsty 20.7L/100km. This is close to what we’ve achieved before with the LandCruiser when towing a caravan around the 3000kg mark. At least you have 138 litres of fuel on board, which would give a theoretical range of 616km (with a 50km safety margin) with our towing consumption figure.

While it is starting to look dated and lacks some technology it should have for the price, the LandCruiser 200 is still very much relevant for towing a heavy trailer. It is quiet, comfortable, stable and has great towing performance -- although you pay for it with high fuel consumption when towing a heavy trailer.

How much does the 2019 Toyota LandCruiser VX cost?
Price: $99,990 (plus on-road costs)
Engine: 4.5-litre eight-cylinder turbo-diesel
Output: 200kW/650Nm
Transmission: Six-speed automatic
Fuel: 9.5L/100km (ADR Combined)
CO2: 250g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2011)