Chevrolet Silverado vs Toyota Landcruiser 70 Series

What's the difference?

This is a serious truck with load-carrying and towing capabilities far beyond Australia’s ubiquitous Ranger/HiLux-sized one-tonne utes. However, those vehicles thrive in urban use due to their relatively compact dimensions so, in that context, this pick-up is simply too large to be a practical alternative. However, if you have more specialised work and recreational requirements, like GCMs as high as 12 tonnes with spacious comfort for a crew of five, this big American would be tough to top.

Life is full of compromises and the 76 Series wagon is no exception. The payback for accepting its minimal cabin storage, comfort-challenged rear seat, no ANCAP, high purchase price, high servicing costs etc is that you get a genuinely heavy duty 4x4 wagon with huge GVM/GCM ratings unmatched by its ute-derived rivals.

The V8 manual or four-cylinder auto have different characteristics but similar competence, with the manual obviously requiring more physical effort, so it comes down to personal preference. And we’re sure, given its long history, there’s plenty of emotional attachment driving the bulging V8 order book. Either way, with its enormous fuel tank and revered off-road prowess, this rugged and dependable wagon has a proven ability to take you and your crew deep into the wilderness – and get you home again.

MY24 brings a freshened front-end appearance with new fascia, headlights, body-coloured bumpers and grille garnish, black body highlights and more.

With a traditional ladder-frame truck chassis and sprawling 4036mm wheelbase, this behemoth measures almost 6.4 metres in length (6387mm) and more than 2.2 metres in width (2263mm).

It also stands more than 2.0 metres tall (2039mm) and has a vast 16.1-metre turning circle. So, multi-storey car parks, drive-thru takeaways etc are best avoided. And domestic driveways (if wide and long enough to accommodate it) may suffer under its weight over time.

It rides on 20-inch high-gloss black alloys with LT275/65 R20 Goodyear Wrangler all-terrain tyres and carries a full-size spare.

New Z71 off-road suspension includes skid plates and Rancho twin-tube dampers, offering 251mm of ground clearance and 28.5 degrees approach/19 degrees ramp breakover/23.6 degrees departure angles.

However, its 4x4 capabilities would be better suited to accessing rugged worksites, pulling a large caravan out of a boggy campground or towing a large boat trailer up a slimy boat ramp, than hardcore bush-bashing on narrow tracks.

The Silverado’s extensive remanufacturing to RHD, performed on a dedicated production line in Melbourne, exudes OEM standards of fit and finish. The dashboard module is particularly impressive, in providing a mirror image of the LHD original in appearance and function.

The leather-appointed cabin is a highlight, offering palatial space and comfort for all. It features a tasteful blend of contrasting materials and surface treatments, including silver-grey woodgrain inserts on the doors, dash and centre console plus exposed stitching along seams and subtle splashes of chrome.

The entry pathway to the rear seat is expansive, thanks to wide-opening doors and a flat floor with no transmission hump to straddle. There’s executive-lounge rear head and legroom, even for tall people, combined with enough shoulder room to ensure a crew of five can travel in comfort.

The 76 Series wagon has the shortest wheelbase of the four-model 70 Series range at 2730mm, which makes it the most responsive to steering input.

It also has the shortest overall length (4910mm) and in GXL form the tightest turning circle (13.2 metres) which can make life easier in tight situations, from busy car parks to challenging bush tracks.

Off-road credentials include 33 degrees approach and 23 degrees departure angles, plus 290mm of ground clearance. Curiously, Toyota does not publish a ramp break-over angle.

The interior is B for basic, in true 70 Series tradition, with seat fabrics and colours reminiscent of circa-1990s Toyotas.

The most noticeable differences between the four-cylinder auto and V8 manual cabins are that the V8 version has an extra pedal and misses out on the auto’s full-length centre console, which offers additional and much-needed storage space.

There’s ample headroom but that generosity does not extend to rear seat comfort, at least for tall people like me (186cm).

The entry pathway between the B-pillar and rear seat base cushion is narrow and, when sitting behind the driver’s seat in my position, my knees are pressing into the front seat’s backrest.

So, it’s not possible for two big blokes to sit one behind the other without the ‘one’ behind feeling squished.

Fortunately, the 60/40-split rear seat allows adjustment of backrest angles and for those seated in the centre there’s a nice flat floor with no transmission tunnel to straddle. However, the centre passenger’s back/backside are directly over the 60/40 split, which is quite a wide gap (about 15mm) that's intolerable for anything longer than short trips.

Rear shoulder room for three adults is also squeezy, so keep these rear seat issues in mind if planning an adventure for five.

With its towering 3762kg kerb weight, the 2500 HD offers a choice of ADR load ratings (NB1 or NB2) which must be specified by the customer at the time of ordering (at no extra cost) to ensure the correct certification for vehicle registration.

The NB1 category allows up to 4500kg GVM/733kg payload, which can be driven by car licence holders. NB2 allows up to 5148kg GVM/1386kg of payload, but requires a truck licence. Our test vehicle is certified for the lower NB1 rating.

The 2500 HD is rated to tow up to 3500kg of braked trailer with a 50mm ball and up to 4500kg with a 70mm ball. These trailer weights are well within its capabilities, given that its GCM rating (how much it can legally carry and tow at the same time) is an eye-popping 12474kg.

Yep, that’s more than 12 tonnes, which allows for trailers weighing more than 4500kg using heavy-duty connections like pintle hooks, goosenecks/fifth-wheel turntables installed and certified by specialist aftermarket suppliers.

The enormous load tub offers almost 2.0 cubic metres of cargo volume and has large external steps front and rear for easier access. The load floor is 2089mm long, 1814mm wide and 533mm deep, with 1317mm between the rear wheel-housings allowing Aussie or Euro pallets to be carried.

It’s protected by a tough spray-on liner, plus there are 12 load-anchorage points, LED lighting, power tailgate and a camera to keep an eye on loads when driving. Our test vehicle was also fitted with adjustable and removable load-dividers, which are part of the GMSV accessories range.

Cabin storage for driver and front passenger includes two bottle/cupholders and a large bin in each door plus a single glove box. The centre console has a large open tray up front, two bottle/cupholders in the centre and an Esky-sized box at the back with padded lid that doubles as a plush elbow rest.

Rear seat passengers get a bottle/cupholder and bin in each door plus two more bottle/cupholders in the rear of the centre console and another two in the fold-down centre armrest. There are also large storage pockets on both front seat backrests and compartments cleverly hidden behind hinged upper backrest cushions.

The 60/40 split rear seat base can swing up and be stored vertically if more internal load space is required. This also provides access to the under-seat storage accessory fitted to our test vehicle. You’d seriously struggle to run out of cabin storage!

Our GXL V8 test vehicle’s 2355kg kerb weight and 3510kg GVM results in a Herculean payload rating of 1155kg.

It’s also rated to tow up to 3500kg of braked trailer and with its towering 7010kg GCM (or how much it can carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload, which is impressive.

These substantial load ratings make the 76 Series a popular choice for hardcore adventurers that need to carry a crew and everything else (including the kitchen sink) when venturing far off the beaten track for extended periods.

The absence of a third row of seating creates a spacious rear load area, accessed through asymmetric barn-doors, the larger of which carries the spare wheel/tyre.

The rear seat backrests can fold flat to provide more load volume and their base cushions can tumble forward to create even more space. The GXL’s load floor is carpeted and equipped with four anchorage hooks for securing load straps or cargo nets.

Cabin storage for personal items is in short supply, as the driver and front passenger only get a narrow and shallow bin (more like a document holder) at the base of each door, with a small bottle/cupholder in the passenger side bin.

There’s also a glove box, single small-bottle/cupholder next to the gearstick and a tiny console box between the seats.

Rear passengers only get mesh pockets on the front seat backrests, as there are no bins or bottle/cupholders in the rear doors.

There’s also no fold-down centre armrest, so no bottle/cupholders to be found anywhere. We reckon aftermarket cabin organisers would be popular purchases by 76 Series owners!

The 76 Series wagon is available in work-focused Workmate grade, or premium GXL, as per our example. Equipped with the 4.5-litre turbo-diesel V8 and five-speed manual transmission, it has a list price of $83,900.

The GXL costs $8300 more than the Workmate V8 equivalent and for that extra spend you get an expanded menu of standard equipment including front and rear diff-locks, 16-inch alloy wheels and 265/70R16 tyres (with a full-size spare), wide front mudguards, wheel arch flares, LED front fog lights, aluminium side-steps and chrome bumpers.

Interior enhancements include keyless entry and central-locking, fabric seat and door trim, carpet flooring, power windows, front seat back-pockets, four-speaker audio and two USB-C ports (we’re surprised Toyota did not provide the usual choice of USB-A and USB-C ports).

These GXL features are in addition to standard equipment added as part of the recent 70 Series upgrade, including a redesigned front fascia with LED lighting including DRLs and auto high beam, 60/40-split rear seat (wagon only), multi-function steering wheel controls, a 4.2-inch driver’s multi-info display and upgraded multimedia with a 6.7-inch touchscreen display, digital radio and wired Apple and Android connectivity. Safety has also been upgraded with lane-keeping and speed sign recognition.

The 6.6-litre Duramax turbo-diesel V8, with driver-switchable exhaust brake, is tailored for heavy-hauling with an external engine oil cooler and functional bonnet scoop feeding fresh air to the engine’s intake system.

In the latest MY24 specification, it produces 350kW at 2800rpm and 1322Nm of torque at 1600rpm. That’s 18kW and 98Nm more than the previous model.

The refined 10-speed torque converter automatic with column-shifter is also fitted with an external oil cooler, while closer gear ratios and revised final-drive ratios for MY24 enhance all-round performance.

A dual-range transfer case offers a choice of four drive modes comprising 2WD, 4WD high-range, 4WD low-range and Auto (traction-sensing full-time 4WD). Also new is an automatic-locking rear differential.

Its armoury of advanced towing hardware and technology includes a 4500kg tow-bar with 12-pin wiring harness and integrated trailer brake controller.

Plus, there’s a rear-view camera with hitch guidance, automated trailer lighting test, in-vehicle trailering app with trailer profiles, trailer theft alert, trailer tyre pressure/temperature monitoring and lots more.

New MY24 features include adaptive cruise control which can be used when towing (detecting the additional weight behind the vehicle to automatically increase braking distances). Others are 'Trailer Side Blind Zone Alert' (TSBZA), which extends the blind zone area when towing, plus 'Gross Combination Mass Alert' (GCMA) which alerts if you exceed the GCM.

Toyota’s (1VD-FTV) 4.5-litre turbo-diesel V8 produces 151kW at 3400rpm. More importantly, its 430Nm of torque is served at full strength across a vast 2000rpm-wide torque band between 1200-3200rpm. This showcases its remarkable flexibility for heavy load-carrying, towing and off-road slogging.

This engine is paired with the equally popular (H152F) five-speed manual transmission, which features an ultra-short first gear ideal for low-speed off-road driving or getting heavy loads moving. By comparison, the overdriven top gear provides long enough legs for economical cruising at highway speeds.

Its part-time, dual-range 4x4 transmission offers a 44:1 crawl ratio, combined with Toyota’s outstanding active traction control, automatic-locking front hubs and (standard on GXL) front and rear diff locks. This is a formidable off-roader.

The dash readout was claiming 17.5L/100km at the end of our 351km test, which comprised mostly city and suburban driving plus some highway running with a full payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly lower at 16.8, which is decent economy for a vehicle weighing more than 3.7 tonnes unladen in ‘real world’ driving.

So, based on our figures, you could expect a realistic driving range of around 800km from its big 136-litre tank.

Toyota’s official average combined cycle consumption figure for the V8 manual is 10.7L/100km. The dash display was claiming 10.9 when we stopped to refuel at the completion of our 276km test, which comprised a mix of city, suburban, highway and dirt driving with a variety of occupant loads.

Interestingly, the dash readout was identical to our own 10.9 figure calculated from fuel bowser and tripmeter readings, which confirms the accuracy of the LandCruiser’s fuel calculations and the efficiency of its relatively large V8 in a vehicle weighing more than two tonnes in mostly urban driving.

So, based on our figures, it has a vast 'real world' driving range of more than 1100km from its huge 130-litre tank.

Side-steps and large handles on the A- (and B-) pillars assist climbing aboard. It’s a very comfortable driving position, given the multiple seat and steering wheel adjustments along with plush elbow rests on both sides.

The large door mirrors, combined with numerous camera angles including the central rear view mirror's pin-sharp image, provide commanding all-around vision.

The steering is nicely weighted and surprisingly communicative for such a giant, providing good feel and response at all speeds.

The suspension tuning is supple enough to provide a smooth ride, yet retains enough firmness to minimise the ponderous feel inherent in vehicles of this size and weight.

Braking response is also reassuringly strong, without requiring huge pressure on the brake pedal to achieve it.

The 6.6-litre turbo-diesel V8 and 10-speed auto provide effortless performance. With maximum torque tapped at just 1600rpm, the engine is barely ticking over at city and suburban speeds.

And it requires less than 1500rpm to quietly maintain 110km/h on the highway, which combined with its low tyre and wind noise results in a supremely relaxed long-haul cruiser.

With its NB1 GVM rating, we loaded more than half a tonne into the load tub, which combined with our crew of two was just under its 733kg payload limit.

It simply didn’t notice the added weight, storming up our 13 per cent gradient, 2.0km-long set climb with acceleration unmatched by any loaded vehicle we’ve tested on this ascent.

Its engine-braking on the way down using the exhaust brake also set a new benchmark, never exceeding 50km/h and 2000rpm on overrun without once touching the brake pedal.

The aluminium side-steps, along with handles on the A- (and B-) pillars, assist climbing aboard and all-around vision is good thanks to large glass areas, sizeable door mirrors and a reversing camera, although the rear seat headrests partly block vision through the central rear-view mirror.

It’s the best off-road driving position an adventurer could ask for, combining good comfort with a commanding view over the bonnet and out each side, which allows accurate vehicle placement in all terrain.

The ride quality is firm, as you’d expect in a vehicle that can legally haul more than seven tonnes, but supple enough to absorb bumps without jarring. This is aided by the relatively baggy sidewalls of the GXL’s tyres.

Old school recirculating-ball steering is low-geared and lightly weighted with ample free play off-centre to soften off-road blows, which is highly valued by loyal customers.

The wagon’s shorter wheelbase, tighter turning circle and shortest overall length than its 70 Series stablemates provides enhanced steering response and manoeuvrability, combined with four-wheel disc brakes giving ample stopping power.

Given the V8’s torque band is as wide and flat as Lake Eyre, it will accelerate smoothly in top gear from under 1000rpm, so there’s no need to shift your way through all five cogs from each standing start. In fact, for road use without a load, we always drive it like a three-speeder, using only first, third and fifth gears.

Noise levels are reasonably low in city and suburban driving. However, they do become more intrusive at highway speeds, when engine, tyre and wind noise combine to require raised voices, even though the overdriven top gear ensures a relatively low 2200rpm at 110km/h.

We also detected some squeaks and rattles emanating from the rear of the vehicle on bumpy roads, which suggested it was coming from the spare tyre mounted on the back door.

No ANCAP rating for the wagon, as the single cab-chassis version is still the only 70 Series variant to have achieved five-stars and that was back in 2016.

And although the wagon has AEB with day/night pedestrian and daytime cyclist detection plus driver and front passenger front airbags, it misses out on side-curtain and driver’s knee airbags.

New safety features include lane-departure alert with steering assist, speed sign recognition and auto high-beam control. There are no ISOFIX child seat anchorages in the rear seat, but there are three top-tethers above the rear barn-doors.

The Silverado is covered by a three year/100,000km warranty with three years roadside assist.

Scheduled servicing is every 12 months/12,000km, whichever occurs first, and there's no capped-price servicing. This ownership package falls short compared to rivals like Ford's RHD F-150.

The LandCruiser is covered by Toyota's five-year/unlimited km warranty.

Scheduled servicing is every six months/10,000km whichever occurs first.

Capped-price servicing of $525 applies for each of the first 10 scheduled services, which is a pricey $1050 per year or $5250 over five years.