Toyota Land Cruiser vs Toyota HiLux

What's the difference?

The Toyota LandCruiser 300 GR Sport is a total knockout when it comes to its looks, comfort and practicality. It’s stupidly easy to drive and has a fuel efficiency that should make you swoon but the servicing is a bit annoying and it’s not the most affordable option on the market. However, even though it hasn't benefited from any updates this year, you don't feel like you're missing out on any luxuries.

My son adores it, wants it and will be very disappointed when we hand it back. Naturally, he gives it a 10/10.

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

Design is 100 per cent subjective. I love the look of the LC300 GR Sport because it features what I feel is a timeless, handsome shape.

For some, it may look too big and brutish, because you could throw a bunch of beefy words at it, and somehow, they’d all fit the roadside presence of this extra-large SUV.

What visually sets the GR Sport apart from its siblings are the multitude of black accents across the body from the rear badging, wheels and arches, door handles and roof racks. The grille is also distinctly different in its horizontal design with the Toyota badging capitalised in a bold white font for extra effect. 

Head inside and the cabin looks ruggedly capable with the dimensions of the centre console and dashboard complementing the external looks.

Technology looks upmarket, joinery is solidly put together and the leather upholstery adds to the plush comfort of the seats but there is a sense of capability in the physical buttons and dials still found on the dashboard.

Which is where I start to really like the LC300 GR Sport because everything is where you expect it to be - this is not a car you’ll get flustered in but nor does it have that generic Toyota look.

The GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

A larger and meatier tyre package, like the Raptor's more aggressive 285/70 rubber, would better fill those cavernous wheel housings and provide less of a 'tippy-toe' appearance.

There are large assist-handles on the A and B pillars and the rock-rails have integral steps to assist occupants when climbing aboard.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

The front row is roomy and even with a co-pilot, you feel like you have yards of space to settle into. The seats offer a wide seat and plush padding, as well as heat and ventilation functions which adds comfort for longer trips.

Individual storage is good with a large glove box, two cupholders, two drink bottle holders and a large middle console that also features a 'cool box' function for drinks or snacks.

The comfort of the front is replicated in the backseat, which deftly accepts the height of my 183cm father. The width of the seat can easily accommodate three adults in relative comfort or, if you have a few tots in tow, three child seats.

Amenities and storage in the back row are what you'd expect for a top model in this class. The rear outboard seats feature heat and ventilation functions and there is dual air-conditioning and climate control, as well as, four directional air vents.

The fold-down armrest features two cupholders while the doors hold a drink bottle each and a small storage bin. There are also two map pockets and you can access the middle console cool box with a rear-mounted button.

The GR Sport does remind you that it's a big car with its 235mm ground clearance and my seven-year-old son declared I needed to hold all of his stuff this week as getting in and out is a ‘two-handed- operation'. Like him, I too am grateful for the grab handles and side steps in this car.

The technology is well-rounded and simple to use. The 12.3-inch touchscreen multimedia system looks great and is responsive to touch. It has built-in satellite navigation and a Toyota Connected Services app with three years of complimentary updates. There is also wired Apple CarPlay and Android Auto, AM/FM radio and DAB+ radio but there’s not much else to access in this system.

The mostly analogue instrument cluster features a 7.0-inch tech screen and this is where you can do a lot of your customisations with display and safety.

The charging options are solid up front with the choice of a USB-A and C port, 12-volt socket and a wireless charging pad. The rear gets two USB-C ports and a 12-volt socket as well.

The boot is cavernous with its 1131L of luggage capacity and that’s with all seats in use. The squared shape of the boot and the 90-degree angle the boot lid opens to are quite practical, especially when fitting bulky items or loading things in the rain.

All GR Sports come with a powered boot lid and a domestic 220-volt socket for charging larger items while adventuring.

The GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

Cabin storage starts with a large bottle holder and narrow bin in each front door, plus an overhead glasses holder, upper and lower glove boxes (with the upper having access to air-con) and pop-out cupholders on either side of the dash.

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured lid that doubles as an elbow rest.

Rear passengers get a bottle holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

Our 'Feverish Red' GR Sport test vehicle is available only with a unique 165kW/550Nm performance-enhanced version of the ubiquitous '1GD-FTV' 2.8-litre turbo-diesel engine and 'AC60F' six-speed torque converter automatic, for a list price of $73,990.

That's $3230 more than the Rogue from which it's derived, making the GR Sport the most expensive offering in the HiLux range. Our example also features the two-tone premium paint option (black roof) which adds another $1000.

The GR Sport shares much of its standard equipment list with the Rogue, including smart entry/start, LED lights, rear privacy glass, dual-zone climate control, one USB port, one 220V domestic socket and two 12V sockets in the cabin (but no USBs for rear passengers), 4.2-inch driver's info display and nine-speaker JBL premium sound with 8.0-inch multimedia touchscreen and multiple connectivity including Android and (wireless) Apple devices, to name a few.

It also brings a suite of unique GR Sport features beyond chassis and engine enhancements (see Design), starting with gloss black 17-inch alloys and 265/65R17 Bridgestone Dueller AT tyres with a full-size alloy spare.

There's also a unique GR Sport front bumper, fascia, mesh grille, satin dark grey wheel-arch extensions, gloss black rear bumper/door handles/mirror caps/body badging, front underbody skid plate, red rear recovery points, heavy-duty steel rock-rails, five-piece moulded composite load tub-liner with GR-branded headboard/anti-slip floor and 3500kg tow-bar and wiring harness.

The interior also gets a unique GR Sport treatment with suede and leather-accented sports seats with GR logos, leather-accented steering wheel with GR logo and paddle-shifters, aluminium sports pedals, contrasting red seatbelts on all seats, unique 'technical mesh' trim on dash and door linings, instrument panel GR logo on start-up and all-weather floor mats with GR logos for driver and front passenger.

The LC300 models all share the same 3.3-litre V6 twin-turbo diesel engine that produces a hefty 227kW and 700Nm of torque. Making it powerful enough to easily handle its 3.5-tonne braked towing capacity.

The GR Sport has a 10-speed auto transmission and has a full-time 4WD system with high and low range. It also has front, rear and centre diff locks, so adventuring pursuits should be a breeze but check out Crafty’s off-road review on this model for more 4WD insights.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic has also been recalibrated to optimise the engine's increased outputs, with faster shifting and a more direct and responsive feel in auto mode and when sequential manual-shifting, using the steering wheel-mounted paddles.

Economical highway cruising is assured with overdrive on fifth and sixth gears and there's part-time, dual-range 4x4 with a switchable rear diff-lock.

It's big and has a lot of power, so it should be pretty thirsty ... right?

Wrong! The official combined fuel-cycle consumption figure is 8.9L/100km and my real world usage came out at 9.8L/100km after doing a mix of long open-road trips and some urban stuff.

Based on the official combined fuel cycle and the two fuel tanks, which equal 110L, you’d be able to get a theoretical driving range of 1236km.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-litre tank.

The GR Sport is a massive car but it doesn’t handle like one. That's not to say it handles like a small car but it doesn't feel like a truck to drive.

The power is effortlessly gutsy and there's no issue keeping your speed consistent on hills. The 10-speed auto transmission manages its gear changes and power hits smoothly. The rumble of the V6 engine is also quite therapeutic when it comes time to tackle an overflowing causeway or muddy road.

The GR Sport feels solidly grounded and even on winding roads, the roll in corners isn’t bad at all. Less so than a Prado, actually. 

The ride comfort is very good in the GR Sport grade as it has special adaptive suspension and that means that you really aren’t bothered by the road surface. Besides some whistling from the roof racks, there’s also little outside noise and it feels refined in the cabin because of it.

The wide windows and high seating position offers great visibility all around but I'm very aware of how large the car is as I can't see my son when he walks around it. The sensors alert you but make sure all kids are accounted for before you start moving.

Despite its size, the GR Sport is very nimble to manoeuvre with a small 11.8m turning circle and steering that is responsive.

Parking has been no issue for me this week and while the 360-degree view camera is a bit too fish-eye lense for me, its clear and you get used to it pretty quickly.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

And although the GR Sport's rear stabiliser bar has been removed to improve rear axle travel off-road, it has also improved rear-wheel traction when cornering, which combined with the engine's higher output contributes to increased low-speed power understeer. This is most noticeable in roundabouts.

Toyota's loyal adherence to hydraulic-assistance for its power steering produces a slightly heavier and more linear feel than the electronically-assisted system preferred by major rivals, which produce more noticeable changes in turning weight between highway and parking bay. However, it does provide good overall feel and response in this application.

The GR Sport is relatively quiet to drive, with low engine and tyre noise and a feeling of rock-solid build quality. It's also a low-stressed highway cruiser, requiring only 1600rpm to maintain 100km/h and barely 1750rpm at 110km/h.

To test its load-carrying ability we forklifted 650kg into the tub which with driver equalled a total payload of 740kg that was only about 40kg under its legal limit.

The rear suspension compressed 40mm, leaving 60mm of bump-stop clearance which was more than ample in avoiding any bottoming-out during our test run.

The higher centre of gravity created by this load was noticeable during cornering, but when driven at sensible speeds the wide-track suspension provided a stable and sure-footed platform on sealed and unsealed roads.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

The HiLux boasts a maximum five-star ANCAP rating achieved in 2019. It has seven airbags plus AEB with pedestrian and daytime cyclist detection, lane departure alert, active cruise control, road speed-sign assist, downhill assist, blind-spot monitoring, rear cross-traffic alert, reversing camera and more.

The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.

The GR Sport comes with a five-year/unlimited kilometre warranty and if you stick to your service schedule, you get an additional two years of engine coverage.

There is capped-priced servicing for up to five years or 100,000km, which entails a total of 10 services or two a year as servicing intervals are a pain at every six months or 10,000km, whichever occurs first.

Services are $400 which equates to $800 per year, which is a bit expensive but not outrageous for the class.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.