Toyota LandCruiser GX 2012 Review

Price Guide (recommended price before statutory and delivery charges): $77,990
Options fitted (not included in above price): Tow Bar Kit $406; Heavy-Duty Roof Bars $438
Crash rating: N/A
Fuel: Diesel
Claimed fuel economy (L/100km): 10.3
CO2 emissions (g/km): 273
Also consider: Jeep Grand Cherokee ($45,000); Land Rover Discovery 4 (from $68,900); Mitsubishi Pajero ($50,590); Nissan Patrol (from $53,490)

While barely headline making, Toyota’s recent, mid-life upgrade of the 200 Series LandCruiser saw at least two welcome additions: an improved 228kW/439Nm 4.6-litre petrol V8 to replace the old 4.7-litre unit, and re-introduction of a ‘poverty pack’ workhorse variant aimed at fleet and commercial buyers.

As a replacement for the 10-year-old 100 Series in 2007, the 200 Series ‘Cruiser introduced a raft of changes including new engines and transmissions as well as high-tech driving aids like crawl control and KDSS suspension.

But it has also seen Toyota’s iconic off-road wagon continue the trend of becoming less affordable, with the diesel GXL alone rising by $9000 over the last four years. The result is that more buyers flock to the slightly smaller and cheaper 150 LandCruiser Prado as sales of its larger off-road brother stagnate.

But now wallet-relief is at hand with the new GX-grade diesel reviving the spirit of the 100 Series standard grade by giving buyers all the good attributes of the diesel GXL ‘Cruiser but with a few less frills.

Available only with the 195kW/650Nm 4.5-litre turbodiesel V8 and six-speed auto, the $77,990 GX undercuts the petrol GXL by $5000 and is $10,000 less than the GXL. For that you get a starker, more utilitarian fitout, with vinyl floors instead of the GXL’s carpet, five instead of seven seats, vertically-split rear barn doors in place of the horizontally split tailgate, and 17-inch steel rather than alloy wheels.

Whereas the latest GXL picks up sat nav and a touchscreen audio system with USB input, the GX makes do with a single-CD tuner with Bluetooth telephony and audio streaming, conventional ignition instead of proximity key/start button, and just one 12V socket instead of the three in the GXL. The GX does get an air intake snorkel for deep water crossings, however.

Like other LandCruisers, the GX features 138-litre combined fuel tanks, underbody protection plates, full-time 4WD operation with lockable centre diff, five-setting Crawl Control and Offroad Turn Assist, although it misses out on KDSS suspension.

Safety is on a par with the GXL, with new multi-terrain ABS and eight airbags covering passengers in both rows included.

Like other 200 Series variants, the GX has come in for a few styling tweaks, though you’d be hard pressed to pick them. There’s a new black plastic grille to go with the GX’s black door handles, wheel caps for the 17-inch steelies, and bulbous new tail lights with large dual LED clusters.

Despite the austere cabin ambience, the GX retains the high comfort levels, impressive refinement and on- and offroad poise that the 200 Series ‘Cruiser has become renowned for.

The double wishbone, independent front suspension with coil-sprung live rear axle does a remarkable job of soaking up the bumps while keeping the tall body in check over a variety of terrain.

We didn’t get the chance to take the GX much further off-road than some gravel-strewn fire trails, but when punted reasonably hard over some very wet, twisty country roads it steered, gripped and handled with strong composure considering its considerable offroad abilities and 2640kg bulk.

With maximum torque of 650Nm delivered from as low as 1600rpm, the turbodiesel V8 combined with slick six-speed auto had little trouble swiftly propelling the big Toyota to 100km/h and beyond. It’s no wonder the LandCruiser remains the vehicle of choice for many people when it comes to the around-Oz trip or, with its 3500kg towing capacity, hauling a big boat or caravan.

And with its light but precise rack and pinion steering, decent turning circle, confident braking and comfy, cavernous interior, it’s easy to see why the big Toyota remains a popular family hauler, despite all the associated parking headaches.

While the GX’s plain Jane looks and hose-down interior is most appealing to commercial buyers, it’s still worth considering as family or recreational transport if you can do without some of the creature comforts.

The vinyl floor covering makes sense if you’re regularly hopping in and out with muddy hiking boots, as we did when erecting a roof-top tent that had been fitted to the factory roof bars. We’d fit some durable seat covers though, as the light grey cloth trim was already showing signs of stains.

Opening wider than 180 degrees, the barn doors provide easy access to the big cargo area, particularly if you need to get to a portable fridge or camping equipment in a hurry.

The vertically-hinged doors are also a good option if you wanted to add a swing-away spare wheel carrier; freeing up space in the undercarriage where the spare tyre normally resides for larger auxiliary fuel tanks. The swing-out doors could prove a hassle when parking in busy streets or carparks, however.

If we had to criticise the GX, it’s the extent to which Toyota has stripped the interior of even basic equipment like 12V sockets. Rear seat vents have also been removed, along with vanity mirrors, map lights and an overhead console up front.

While most farmers, miners and tradies won’t care, a little less penny-pinching would have made the GX slightly more appealing to recreational buyers. Although given many four-wheel drive owners enhance their vehicles for serious off-road use, the diesel-powered GX could still make an excellent base for a long-distance tourer.

The $10,000 saved by opting for the entry-level GX might then be used for more important things like roof racks, bull bars, auxiliary battery systems… and a roof-top tent.

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