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Vehicle Tests > Towing Comparison: LandCruiser v Prado v Patrol v Jackaroo v ML270
Towing Comparison: LandCruiser v Prado v Patrol v Jackaroo v ML270
Issue: March 2001
Story by Mathieu Raudonikis Photos by Peter Pap
We all know that many people buy a 4WD vehicle with no intention of ever taking it off-road. Many of these buyers chose a 4WD primarily for towing purposes; be it for a boat, caravan or any other form of trailer. Modern 4WDs are ideal for towing in that they are large, heavy and powerful. Their low gearing delivers plenty of pulling power and the option of 4WD gives towing stability and the ability to haul a load off-road or up slippery boat ramps. Diesel engines are ideal for towing because of their fuel efficiency in coping with the demands associated with towing a trailer. With the swag of new, modern turbo-diesel engines available in 4WD wagons in recent times we've chosen to test five of the best for our usual towing test.
Pack Mules
The five turbo-diesel 4WD wagons tested here are the new Toyota LandCruiser GXL, the Overlander 4WDOTY-winning Toyota Prado GXL, our long-term test Holden Jackaroo SE, the ZD30-powered Nissan Patrol ST and the ultra-efficient Mercedes Benz ML270 CDI. All the engines feature electronically-controlled diesel injection and intercooling and all the vehicles were equipped with electronic automatic transmissions. They were all fitted with OEM towing hitches and the suspensions were left standard. That is, stabiliser bars or other devices designed to improve towing performance weren't used so as to evaluate the standard handling characteristics of each vehicle. The use of such devices should improve the on-road feel of the vehicles when laden.
The trailer used in this test is a Trakmaster Nullabor off-road caravan. The luxuriously appointed dual-axle van features fully independent suspension and weighed in at just over 2000kg with the front water tank half filled. A Trigg Bros. off-road trailer coupling was used and a Kelsey electronic brake controller was fitted to operate the caravan's four-wheel, electric drum brakes.
Tested Tough
The testing procedure followed a set course out of Overlander's Sydney office that included leaving the city, main road and freeway driving, a steep decent down Bulli Pass, an equally steep ascent back up Mount Ousley, secondary road touring and back though town to the office. Along the way each vehicle was timed in a series of zero to 60km, zero to 80km and 80 to 100km acceleration trials, the results averaged and recorded here. We also timed the vehicles on a 4km stretch between set points on the climb up Mount Ousley. All up each vehicle covered about 200km on the test loop and fuel usage figures were recorded for each of them. So let's see how each one performed.
Mercedes Benz ML270 CDI
The turbo-diesel-engined Mercedes-Benz off-roader came on to the market last year with many praising its common-rail injected engine. While it may not be the 4WD you first consider when looking for a tow vehicle the ML270 CDI surprised with its performance and ability.
At $62,500 the ML270 isn't the cheapest of 4WDs but for that money you get a well appointed vehicle with the quality and refinement you expect of vehicles bearing the three-pointed star. Standard features include dual front and side SRS airbags, ABS brakes with brake assist, electronic stability program (ESP), electronic traction system (4-ETS), 16-inch alloy wheels, airconditioning, cruise control, power windows and remote control central locking. Our test vehicle was fitted with the $6000 luxury pack which adds electric leather seats, leather trim on the steering wheel and shift lever, burr-walnut trim on the dash and centre console and a trip computer. The other options fitted included the dealer-fitted tow bar at $500 (approx), sunroof ($2737) and metallic paint ($1672) taking the price as tested to $73,409.
The ML270's engine is a 2.7-litre, five-cylinder, direct-injection turbo-diesel engine that uses a host of high-tech features to produce its 120kW of power and 400Nm of torque. As well as intercooling, the engine uses high-pressure common-rail fuel injection and a variable nozzle turbocharger to deliver optimum boost and fuelling for all conditions.
The engine is mated to a slick shifting five-speed automatic transmission with a 'Tippshift' manual sequential mode. The transfer unit gives permanent 4WD with open differentials throughout and there is a low range operated via a button on the dashboard. All M-Class Mercedes wagons uses a body-on-separate chassis design with fully independent coil-sprung suspension.
The M-Class' relatively small size (2820mm wheelbase and 1535mm track) led us to believe that it wouldn't be suited to hauling such a large caravan but we were pleasantly surprised. Even with its soft suspension it displayed very little pitching or swaying once underway and the engine gave snappy acceleration. There is a slight hesitation or lag on initial take-off but from there the ML pulls strongly up to cruising speeds. In fact, the ML270 was the second best accelerating vehicle on this comparison. At highway speeds the ML struggled to hold 100kmh in top gear requiring use of the Tippshift transmission to keep it on the boil. Even when working hard the engine was barely heard inside the cabin and combined with its spritely acceleration you could be excused for forgetting it was a diesel engine.
On a steep descent using high range/first gear the brakes needed to be used regularly to control the speed but didn't display any signs of fade and always felt up to the task.
The ML270 CDI has been praised and awarded for its efficiency and it proved to be the most frugal fuel user on the test, gulping just 16.9L/100km. This is in line with Benz's claim of 9.3L/100km when unladen and very impressive considering the performance. The ML270 CDI weighs in at 2115kg.
Recomended retail price: $62,500
Price as tested: $73,409
Towing capacity with trailer brakes: 3365kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 16.9L/100km
Range*: 364km
4km Climb: 3mins35sec
RPM at 100km/h: 2000rpm
Performance
0-60km/h: 12.6s
0-80km/h: 21.7s
80-100km/h: 12.1s
Best Points: Fuel efficiency, power, comfort, refinement, Tippshift transmission
Worst Points: A bit soft in the rear suspension, space saver spare tyre
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Nissan Patrol ST 3.0L
Being one of the biggest (2970mm wheelbase and 1595/1625mm front/rear track)and heaviest (2345kg) vehicles on the comparison, we expected a lot of the 3.0-litre Patrol as a tow vehicle. The engine is a strong performer, if a little underpowered for the Patrol, but it works well with the four-speed auto in general use. The Patrol can be outclassed by other wagons on the market but it is still one of the biggest and more robust vehicles available making it good value for money.
The Patrol ST auto sells for $51,590. The vehicle tested here was equipped with a safety pack which includes passenger side airbag and ABS at $2000 plus the tow bar at $455. Standard equipment includes a driver side airbag, AM/FM/CD audio system, power windows and doorlocks, airconditioning and third-row seating for two additional passengers.
The 3.0-litre, four-cylinder, direct injection engine pumps out 116kW at 3600rpm and 354Nm at 2000rpm. It uses high-pressure electronic injection and intercooling to achieve its efficiency. The engine is well matched to an electronic four-speed auto and part-time 4WD with high and low range and auto-locking front hubs.
The Patrol's underside is old school with a rugged ladder chassis and coil suspended live axles front and rear delivering long wheel travel for superior off-road performance. But the heavy live axles are the Patrol's Achilles heel on roads both sealed and dirt where its handling is less than ideal.
With the Trakmaster van hitched on the back the ZD30 Patrol showed a little pitching when travelling on the highway - less so than the Mercedes - and little if any side-to-side swaying. In acceleration it was slower than the Merc off the line but came on stronger up top and closed the gap between 80 and 100km/h. Its better top end performance was also felt at touring pace where the Patrol was more comfortable holding 100km/h with less need to shift down in the gearbox.
Descending Bulli Pass in high range/first gear the brakes were needed occasionally to keep the speed down but were more than enough to control the vehicle.
In previous tests with an automatic ZD30 Patrol we'd achieved some very impressive touring fuel figures (12.69L/100km on 4WDOTY). Although the 20.8L/100km recorded on the tow test was the highest usage in this comparo they are still good figures considering the size and weight of the vehicle and caravan.
Recomended retail price: $51,590
Price as tested: $54,045
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 20.8L/100km
Range*: 551km
4km Climb: 3mins 53sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 15.0s
0-80km/h: 22.3s
80-100km/h: 13.7s
Best Points: Interior space, value for money
Worst Points: Inadequate engine, refinement
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Holden Jackaroo SE
We'd wanted to test the turbo-diesel Jackaroo in our last towing test (Overlander August 1999) but gremlins stopped the vehicle before we could start it. But with our long-term Jackaroo SE automatic in the Overlander garage there was no excuse this time and it was quickly hitched up to the Trakmaster van.
The turbo-diesel Jackaroo SE auto with ABS brakes sells for $47,970. The only factory-fitted option is the tow kit which adds $440 to the price. Other aftermarket accessories you see fitted to our Jackaroo include the colour-coded ARB Deluxe bull bar, IPF 800 Series driving lights and a GME AE4700 UHF antenna used with a GME TX3400 radio. Standard features include dual SRS airbags, AM/FM/CD player, keyless central locking, power windows and seating for seven.
The Jackaroo uses a separate body-on-chassis design with a coil-suspended live rear axle and a torsion bar-sprung independent front end. The 3.0-litre, four-cylinder, direct-injection, turbocharged and intercooled mill pumps out 118kW at 3900rpm and 333Nm at 2000rpm. The four-speed auto is a fuss-free affair that you couldn't say is good or bad - it just does what's required of it. The transfer case gives part-time 4WD with high and low ranges and auto-locking front hubs, while 4WD can be activated on the move via a dash-mounted button.
The Jackaroo's footprint covers a 2860mm wheelbase, 1455/1460mm front/rear track and the kerb mass is 2042kg.
WSX-157 has proven to be a great general duties performer and long-distance tourer and it didn't disappoint as a tow vehicle. It was more stable with the van on than both the Mercedes and the Nissan, making for more confident towing. It was a little lacking in acceleration and performance being slower than the previous pair and the overdrive shift button was in constant use to keep the highway pace up. We've mentioned in other tests that the auto Jackaroo's engine braking isn't up to par for its class and this was felt again as the brake pedal was required most of the way down the mountain.
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Unladen the Jackaroo has returned a consistent 12.7L/100km during its six months with us. With the two-tonne van on it recorded 19.4L/100km over our test loop.
Recomended retail price: $47,970
Price as tested: $48,410
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 19.4L/100km
Range*: 388km
4km Climb: 4mins 14sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 15.6s
0-80km/h: 24.6s
80-100km/h: 16.6s
Best Points: Stability, value for money
Worst Points: Lack of engine braking and performance
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Toyota Prado GXL
Overlander's 4WDOTY for year 2000, Toyota's Prado has got to be the best all-round 4WD on the market. In turbo-diesel trim it's even better with power and torque aplenty and great fuel economy figures. But how does it cope with 2000kg of Trakmaster van on the back?
A part of the Prado's appeal is its value for money. The turbo-diesel automatic GXL comes in at $50,690. Add $2470 for airconditioning and $225.24 for the tow bar and the price of our test vehicle comes in at $53,385.24. Aside from the airconditioning being optional all the usual standard features are there: power windows and mirrors, remote central locking, limited-slip rear differential, AM/FM/CD player and a third-row seat that takes the passenger capacity up to eight. Add to those front fog lamps, a 69-litre secondary fuel tank and leather-covered steering wheel and shift lever and you can see where the value lies.
Toyota's intercooled, direct-injection, turbo-diesel 3.0-litre engine, although down on power and torque on paper (96kW at 3600rpm & 343Nm at 2000rpm) is as willing and able as the more powerful Isuzu mill in the Jackaroo and not far behind the Patrol in our performance testing. The four-speed auto does as it should and doesn't raise any concern or comment. Permanent 4WD comes via a lockable viscous centre diff and there is high and low range gearing. The chassis is a separate ladder type with a coil-sprung live rear axle and independent front end.
The engine gave strong braking when descending in high range/first gear and the four-wheel disc brakes always felt up to the task. ABS is an optional extra not fitted to this vehicle.
The Prado's chassis had the shortest wheelbase on this test at 2675mm and this could have something to do with the unstable feel it exhibited when towing the van at highway speed. When travelling at upwards of 95km/h the Prado was easily unsettled by bumps as the rear of the vehicle tended to sway in a pendulum motion. This effect was also evident when taking curves and corners at lower speeds and required extra care to be taken at all times. These characteristics would most likely be rectified by employing additional stabiliser bars or other aftermarket towing aids. The wheel track specs are 1505 and 1510mm front and rear.
Returning fuel usage figures of just 18.7L/100km, the Prado was the second most frugal vehicle on the tow test. On the recent 4WDOTY test a similar spec vehicle returned 12.07L/100km unladen.
Recomended retail price: $48,790
Price as tested: $53,385.24
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 18.7L/100km
Range*: 850km
4km Climb: 4mins 3sec
RPM at 100km/h: 2000rpm
Performance
0-60km/h: 17.4s
0-80km/h: 27.5s
80-100km/h: 16.5s
Best Points: Engine & transmission, driveability, ease of use, permanent 4WD
Worst Points: Stability at highway speed
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Toyota LandCruiser GXL
We had expected the new turbo-diesel LandCruiser to be the best performing tow vehicle on this test and rightly so. It's the biggest, heaviest and most powerful diesel 4WD wagon on the market and in the words of one of our 4WDOTY testers "it's a ball tearer".
At $71,680 the LandCruiser is also one of the most expensive vehicles on test. Add airconditioning ($2804), the towing kit ($261) and front and rear diff locks ($1320) and the price as tested climbs to $76,065 but you get a lot of wagon for your dollars. Standard features include dual front airbags, remote central locking, power windows and mirrors, ABS brakes with EBD, AM/FM/CD/cassette audio and third-row seating. A limited-slip rear differential is normally standard but our test vehicle was fitted with the optional locking diffs.
The grunting 1HD-FTE, direct-injection, 4.2-litre engine uses a front-mounted intercooler to help it achieve its 151kW at 3400rpm and 430Nm at 3200rpm. With this sort of power and torque on tap the big black Cruiser was hardly fussed with the weight of the van on the back, pulling it comfortably and easily and heading up our performance testing. In fact, it was a full minute quicker up Mount Ousley than the slowest vehicle on test and it could have been quicker but we had to back off the accelerator so as not to exceed the 80km/h speed limit on the long climb. Out on the highway the LandCruiser toured at 110km/h on the cruise control with ease and held 100km/h better than any of the others.
What's more impressive about the 'Cruiser's performance is the fuel figure returned for such a large powerful vehicle. A recorded 19.6L/100km was the second highest on test but considering the size and weight it's bloody impressive. Sans caravan a manual LandCruiser delivered 11.77L/100km on the 4WDOTY test.
It's the Cruiser's size and weight that make it the most stable tow vehicle on the test. The wheelbase is 2850mm, front and rear track are 1620 and 1615mm and weight is 2413kg. A heavy box-section separate chassis and coil-sprung live rear axle provide a stable platform for towing and off-road work alike. The inclusion of the torsion bar independent front end from the discontinued V8 GXV is a welcome addition to the GXL. This rectifies much of the pitching and rolling found in Cruisers with live axles front and rear which is further emphasised when towing. The engine and gearing offered the best engine braking of the vehicles and we hardly needed the huge four-wheel disc brakes on our first gear descent.
Recomended retail price: $71,680
Price as tested: $76,065
Towing capacity with trailer brakes: 3500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 19.6L/100km
Range*: 719km
4km Climb: 3mins 15sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 13.2s
0-80km/h: 19.3s
80-100km/h: 8.7s
Best Points: Power, stability, space, fuel consumption
Worst Points: Indecisive auto on kickdown
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Conclusion
We knew from the outset that size and power would be the decisive factors in determining which would be the better towing vehicle, and in that regard the 100 Series LandCruiser is unrivalled. Its size, weight and permanent 4WD give it a firm grip on the road and a feeling of surefootedness and safety for the driver and occupants. The interior space of the LandCruiser 100 has always made it one of the best long-distance touring wagons and this is just as much the case when towing a load. The turbo-diesel LandCruiser makes relaxed work of towing and for anyone wanting to haul a trailer as heavy as the Trakmaster van over long distances the big Toyota is your best bet. Security, comfort, power and reasonable fuel economy make it unbeatable.
A bit of a disappointment on the towing test was the ZD30 Patrol. The other large 4WD wagon on the market that is bought by many for towing purposes, the big Nissan failed to impress. The suspension pitched and wallowed and would require the addition of weight distribution or stabiliser bars to comfortably tow this sort of load. The engine had to be worked hard resulting in poor fuel economy and really is too small for a vehicle this size. The 4.2-litre turbo-diesel Patrol might be better suited to this type of work but as it is a mechanically injected engine and not electronic, it didn't fit in with this comparison.
The surprise package of the test was the ML270 Mercedes. In sheer size it was dwarfed by the Trakmaster caravan yet it hauled it with relative ease. The CDI engine belies its small size with plenty of power and the fuel economy figures are class leading. The suspension could use some reworking or the application of towing aids to stop it pitching but it performed better than some of the better established 4WDs on the test. A pleasant surprise indeed!
The two mid-sized 3.0-litre wagons, the Jackaroo and Prado, performed as they always seem to - without fuss or fanfare. Both are well suited to towing although each had its downsides. With the Jackaroo it was acceleration. While it is by no means a slouch it was slower than the other vehicles on test. Provided you didn't want to get there in a hurry there were no problems.
The Prado's problem was stability. It didn't feel safe at speed with the rear end swaying as it did and would definitely require the fitment of some sort of towing aid. Its got the performance and driveability to keep up with the others and the security of permanent 4WD but its stability lets it down.
None of the vehicles tested performed badly and they all towed the Trakmaster with relative ease. But it became obvious that the heavier the vehicle, the longer the wheelbase and the more powerful the engine, the better it would tow. The LandCruiser is a winner on all accounts.
Note: The other electronically controlled turbo-diesel 4WD wagon currently on the market that would have fitted in this test is the Land Rover TD5 Discovery. It was tested in our last towing test in the August 1999 issue. Other vehicles in that test were the Discovery V8 and the V6 Pathfinder, Challenger, Frontera and Monterey.
Thanks to Trakmaster for the use of its Nullabor caravan. For a full report on living with the Trakmaster Nullabor see the April 2001 issue of Overlander. Call Trakmaster on 03 97200822 for more information and a brochure showing the full range of off-road caravans.
Story by Mathieu Raudonikis Photos by Peter Pap
We all know that many people buy a 4WD vehicle with no intention of ever taking it off-road. Many of these buyers chose a 4WD primarily for towing purposes; be it for a boat, caravan or any other form of trailer. Modern 4WDs are ideal for towing in that they are large, heavy and powerful. Their low gearing delivers plenty of pulling power and the option of 4WD gives towing stability and the ability to haul a load off-road or up slippery boat ramps. Diesel engines are ideal for towing because of their fuel efficiency in coping with the demands associated with towing a trailer. With the swag of new, modern turbo-diesel engines available in 4WD wagons in recent times we've chosen to test five of the best for our usual towing test.
Pack Mules
The five turbo-diesel 4WD wagons tested here are the new Toyota LandCruiser GXL, the Overlander 4WDOTY-winning Toyota Prado GXL, our long-term test Holden Jackaroo SE, the ZD30-powered Nissan Patrol ST and the ultra-efficient Mercedes Benz ML270 CDI. All the engines feature electronically-controlled diesel injection and intercooling and all the vehicles were equipped with electronic automatic transmissions. They were all fitted with OEM towing hitches and the suspensions were left standard. That is, stabiliser bars or other devices designed to improve towing performance weren't used so as to evaluate the standard handling characteristics of each vehicle. The use of such devices should improve the on-road feel of the vehicles when laden.
The trailer used in this test is a Trakmaster Nullabor off-road caravan. The luxuriously appointed dual-axle van features fully independent suspension and weighed in at just over 2000kg with the front water tank half filled. A Trigg Bros. off-road trailer coupling was used and a Kelsey electronic brake controller was fitted to operate the caravan's four-wheel, electric drum brakes.
Tested Tough
The testing procedure followed a set course out of Overlander's Sydney office that included leaving the city, main road and freeway driving, a steep decent down Bulli Pass, an equally steep ascent back up Mount Ousley, secondary road touring and back though town to the office. Along the way each vehicle was timed in a series of zero to 60km, zero to 80km and 80 to 100km acceleration trials, the results averaged and recorded here. We also timed the vehicles on a 4km stretch between set points on the climb up Mount Ousley. All up each vehicle covered about 200km on the test loop and fuel usage figures were recorded for each of them. So let's see how each one performed.
Mercedes Benz ML270 CDI
The turbo-diesel-engined Mercedes-Benz off-roader came on to the market last year with many praising its common-rail injected engine. While it may not be the 4WD you first consider when looking for a tow vehicle the ML270 CDI surprised with its performance and ability.
At $62,500 the ML270 isn't the cheapest of 4WDs but for that money you get a well appointed vehicle with the quality and refinement you expect of vehicles bearing the three-pointed star. Standard features include dual front and side SRS airbags, ABS brakes with brake assist, electronic stability program (ESP), electronic traction system (4-ETS), 16-inch alloy wheels, airconditioning, cruise control, power windows and remote control central locking. Our test vehicle was fitted with the $6000 luxury pack which adds electric leather seats, leather trim on the steering wheel and shift lever, burr-walnut trim on the dash and centre console and a trip computer. The other options fitted included the dealer-fitted tow bar at $500 (approx), sunroof ($2737) and metallic paint ($1672) taking the price as tested to $73,409.
The ML270's engine is a 2.7-litre, five-cylinder, direct-injection turbo-diesel engine that uses a host of high-tech features to produce its 120kW of power and 400Nm of torque. As well as intercooling, the engine uses high-pressure common-rail fuel injection and a variable nozzle turbocharger to deliver optimum boost and fuelling for all conditions.
The engine is mated to a slick shifting five-speed automatic transmission with a 'Tippshift' manual sequential mode. The transfer unit gives permanent 4WD with open differentials throughout and there is a low range operated via a button on the dashboard. All M-Class Mercedes wagons uses a body-on-separate chassis design with fully independent coil-sprung suspension.
The M-Class' relatively small size (2820mm wheelbase and 1535mm track) led us to believe that it wouldn't be suited to hauling such a large caravan but we were pleasantly surprised. Even with its soft suspension it displayed very little pitching or swaying once underway and the engine gave snappy acceleration. There is a slight hesitation or lag on initial take-off but from there the ML pulls strongly up to cruising speeds. In fact, the ML270 was the second best accelerating vehicle on this comparison. At highway speeds the ML struggled to hold 100kmh in top gear requiring use of the Tippshift transmission to keep it on the boil. Even when working hard the engine was barely heard inside the cabin and combined with its spritely acceleration you could be excused for forgetting it was a diesel engine.
On a steep descent using high range/first gear the brakes needed to be used regularly to control the speed but didn't display any signs of fade and always felt up to the task.
The ML270 CDI has been praised and awarded for its efficiency and it proved to be the most frugal fuel user on the test, gulping just 16.9L/100km. This is in line with Benz's claim of 9.3L/100km when unladen and very impressive considering the performance. The ML270 CDI weighs in at 2115kg.
Recomended retail price: $62,500
Price as tested: $73,409
Towing capacity with trailer brakes: 3365kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 16.9L/100km
Range*: 364km
4km Climb: 3mins35sec
RPM at 100km/h: 2000rpm
Performance
0-60km/h: 12.6s
0-80km/h: 21.7s
80-100km/h: 12.1s
Best Points: Fuel efficiency, power, comfort, refinement, Tippshift transmission
Worst Points: A bit soft in the rear suspension, space saver spare tyre
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Nissan Patrol ST 3.0L
Being one of the biggest (2970mm wheelbase and 1595/1625mm front/rear track)and heaviest (2345kg) vehicles on the comparison, we expected a lot of the 3.0-litre Patrol as a tow vehicle. The engine is a strong performer, if a little underpowered for the Patrol, but it works well with the four-speed auto in general use. The Patrol can be outclassed by other wagons on the market but it is still one of the biggest and more robust vehicles available making it good value for money.
The Patrol ST auto sells for $51,590. The vehicle tested here was equipped with a safety pack which includes passenger side airbag and ABS at $2000 plus the tow bar at $455. Standard equipment includes a driver side airbag, AM/FM/CD audio system, power windows and doorlocks, airconditioning and third-row seating for two additional passengers.
The 3.0-litre, four-cylinder, direct injection engine pumps out 116kW at 3600rpm and 354Nm at 2000rpm. It uses high-pressure electronic injection and intercooling to achieve its efficiency. The engine is well matched to an electronic four-speed auto and part-time 4WD with high and low range and auto-locking front hubs.
The Patrol's underside is old school with a rugged ladder chassis and coil suspended live axles front and rear delivering long wheel travel for superior off-road performance. But the heavy live axles are the Patrol's Achilles heel on roads both sealed and dirt where its handling is less than ideal.
With the Trakmaster van hitched on the back the ZD30 Patrol showed a little pitching when travelling on the highway - less so than the Mercedes - and little if any side-to-side swaying. In acceleration it was slower than the Merc off the line but came on stronger up top and closed the gap between 80 and 100km/h. Its better top end performance was also felt at touring pace where the Patrol was more comfortable holding 100km/h with less need to shift down in the gearbox.
Descending Bulli Pass in high range/first gear the brakes were needed occasionally to keep the speed down but were more than enough to control the vehicle.
In previous tests with an automatic ZD30 Patrol we'd achieved some very impressive touring fuel figures (12.69L/100km on 4WDOTY). Although the 20.8L/100km recorded on the tow test was the highest usage in this comparo they are still good figures considering the size and weight of the vehicle and caravan.
Recomended retail price: $51,590
Price as tested: $54,045
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 20.8L/100km
Range*: 551km
4km Climb: 3mins 53sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 15.0s
0-80km/h: 22.3s
80-100km/h: 13.7s
Best Points: Interior space, value for money
Worst Points: Inadequate engine, refinement
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Holden Jackaroo SE
We'd wanted to test the turbo-diesel Jackaroo in our last towing test (Overlander August 1999) but gremlins stopped the vehicle before we could start it. But with our long-term Jackaroo SE automatic in the Overlander garage there was no excuse this time and it was quickly hitched up to the Trakmaster van.
The turbo-diesel Jackaroo SE auto with ABS brakes sells for $47,970. The only factory-fitted option is the tow kit which adds $440 to the price. Other aftermarket accessories you see fitted to our Jackaroo include the colour-coded ARB Deluxe bull bar, IPF 800 Series driving lights and a GME AE4700 UHF antenna used with a GME TX3400 radio. Standard features include dual SRS airbags, AM/FM/CD player, keyless central locking, power windows and seating for seven.
The Jackaroo uses a separate body-on-chassis design with a coil-suspended live rear axle and a torsion bar-sprung independent front end. The 3.0-litre, four-cylinder, direct-injection, turbocharged and intercooled mill pumps out 118kW at 3900rpm and 333Nm at 2000rpm. The four-speed auto is a fuss-free affair that you couldn't say is good or bad - it just does what's required of it. The transfer case gives part-time 4WD with high and low ranges and auto-locking front hubs, while 4WD can be activated on the move via a dash-mounted button.
The Jackaroo's footprint covers a 2860mm wheelbase, 1455/1460mm front/rear track and the kerb mass is 2042kg.
WSX-157 has proven to be a great general duties performer and long-distance tourer and it didn't disappoint as a tow vehicle. It was more stable with the van on than both the Mercedes and the Nissan, making for more confident towing. It was a little lacking in acceleration and performance being slower than the previous pair and the overdrive shift button was in constant use to keep the highway pace up. We've mentioned in other tests that the auto Jackaroo's engine braking isn't up to par for its class and this was felt again as the brake pedal was required most of the way down the mountain.
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Unladen the Jackaroo has returned a consistent 12.7L/100km during its six months with us. With the two-tonne van on it recorded 19.4L/100km over our test loop.
Recomended retail price: $47,970
Price as tested: $48,410
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 19.4L/100km
Range*: 388km
4km Climb: 4mins 14sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 15.6s
0-80km/h: 24.6s
80-100km/h: 16.6s
Best Points: Stability, value for money
Worst Points: Lack of engine braking and performance
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Toyota Prado GXL
Overlander's 4WDOTY for year 2000, Toyota's Prado has got to be the best all-round 4WD on the market. In turbo-diesel trim it's even better with power and torque aplenty and great fuel economy figures. But how does it cope with 2000kg of Trakmaster van on the back?
A part of the Prado's appeal is its value for money. The turbo-diesel automatic GXL comes in at $50,690. Add $2470 for airconditioning and $225.24 for the tow bar and the price of our test vehicle comes in at $53,385.24. Aside from the airconditioning being optional all the usual standard features are there: power windows and mirrors, remote central locking, limited-slip rear differential, AM/FM/CD player and a third-row seat that takes the passenger capacity up to eight. Add to those front fog lamps, a 69-litre secondary fuel tank and leather-covered steering wheel and shift lever and you can see where the value lies.
Toyota's intercooled, direct-injection, turbo-diesel 3.0-litre engine, although down on power and torque on paper (96kW at 3600rpm & 343Nm at 2000rpm) is as willing and able as the more powerful Isuzu mill in the Jackaroo and not far behind the Patrol in our performance testing. The four-speed auto does as it should and doesn't raise any concern or comment. Permanent 4WD comes via a lockable viscous centre diff and there is high and low range gearing. The chassis is a separate ladder type with a coil-sprung live rear axle and independent front end.
The engine gave strong braking when descending in high range/first gear and the four-wheel disc brakes always felt up to the task. ABS is an optional extra not fitted to this vehicle.
The Prado's chassis had the shortest wheelbase on this test at 2675mm and this could have something to do with the unstable feel it exhibited when towing the van at highway speed. When travelling at upwards of 95km/h the Prado was easily unsettled by bumps as the rear of the vehicle tended to sway in a pendulum motion. This effect was also evident when taking curves and corners at lower speeds and required extra care to be taken at all times. These characteristics would most likely be rectified by employing additional stabiliser bars or other aftermarket towing aids. The wheel track specs are 1505 and 1510mm front and rear.
Returning fuel usage figures of just 18.7L/100km, the Prado was the second most frugal vehicle on the tow test. On the recent 4WDOTY test a similar spec vehicle returned 12.07L/100km unladen.
Recomended retail price: $48,790
Price as tested: $53,385.24
Towing capacity with trailer brakes: 2500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 18.7L/100km
Range*: 850km
4km Climb: 4mins 3sec
RPM at 100km/h: 2000rpm
Performance
0-60km/h: 17.4s
0-80km/h: 27.5s
80-100km/h: 16.5s
Best Points: Engine & transmission, driveability, ease of use, permanent 4WD
Worst Points: Stability at highway speed
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Toyota LandCruiser GXL
We had expected the new turbo-diesel LandCruiser to be the best performing tow vehicle on this test and rightly so. It's the biggest, heaviest and most powerful diesel 4WD wagon on the market and in the words of one of our 4WDOTY testers "it's a ball tearer".
At $71,680 the LandCruiser is also one of the most expensive vehicles on test. Add airconditioning ($2804), the towing kit ($261) and front and rear diff locks ($1320) and the price as tested climbs to $76,065 but you get a lot of wagon for your dollars. Standard features include dual front airbags, remote central locking, power windows and mirrors, ABS brakes with EBD, AM/FM/CD/cassette audio and third-row seating. A limited-slip rear differential is normally standard but our test vehicle was fitted with the optional locking diffs.
The grunting 1HD-FTE, direct-injection, 4.2-litre engine uses a front-mounted intercooler to help it achieve its 151kW at 3400rpm and 430Nm at 3200rpm. With this sort of power and torque on tap the big black Cruiser was hardly fussed with the weight of the van on the back, pulling it comfortably and easily and heading up our performance testing. In fact, it was a full minute quicker up Mount Ousley than the slowest vehicle on test and it could have been quicker but we had to back off the accelerator so as not to exceed the 80km/h speed limit on the long climb. Out on the highway the LandCruiser toured at 110km/h on the cruise control with ease and held 100km/h better than any of the others.
What's more impressive about the 'Cruiser's performance is the fuel figure returned for such a large powerful vehicle. A recorded 19.6L/100km was the second highest on test but considering the size and weight it's bloody impressive. Sans caravan a manual LandCruiser delivered 11.77L/100km on the 4WDOTY test.
It's the Cruiser's size and weight that make it the most stable tow vehicle on the test. The wheelbase is 2850mm, front and rear track are 1620 and 1615mm and weight is 2413kg. A heavy box-section separate chassis and coil-sprung live rear axle provide a stable platform for towing and off-road work alike. The inclusion of the torsion bar independent front end from the discontinued V8 GXV is a welcome addition to the GXL. This rectifies much of the pitching and rolling found in Cruisers with live axles front and rear which is further emphasised when towing. The engine and gearing offered the best engine braking of the vehicles and we hardly needed the huge four-wheel disc brakes on our first gear descent.
Recomended retail price: $71,680
Price as tested: $76,065
Towing capacity with trailer brakes: 3500kg
Towing capacity without brakes: 750kg
Average Fuel Consumption: 19.6L/100km
Range*: 719km
4km Climb: 3mins 15sec
RPM at 100km/h: 2100rpm
Performance
0-60km/h: 13.2s
0-80km/h: 19.3s
80-100km/h: 8.7s
Best Points: Power, stability, space, fuel consumption
Worst Points: Indecisive auto on kickdown
*Performance testing carried out with a 2000kg trailer in tow
*Range estimate based on fuel tank capacity, test average fuel consumption and a 50km safety margin.
Conclusion
We knew from the outset that size and power would be the decisive factors in determining which would be the better towing vehicle, and in that regard the 100 Series LandCruiser is unrivalled. Its size, weight and permanent 4WD give it a firm grip on the road and a feeling of surefootedness and safety for the driver and occupants. The interior space of the LandCruiser 100 has always made it one of the best long-distance touring wagons and this is just as much the case when towing a load. The turbo-diesel LandCruiser makes relaxed work of towing and for anyone wanting to haul a trailer as heavy as the Trakmaster van over long distances the big Toyota is your best bet. Security, comfort, power and reasonable fuel economy make it unbeatable.
A bit of a disappointment on the towing test was the ZD30 Patrol. The other large 4WD wagon on the market that is bought by many for towing purposes, the big Nissan failed to impress. The suspension pitched and wallowed and would require the addition of weight distribution or stabiliser bars to comfortably tow this sort of load. The engine had to be worked hard resulting in poor fuel economy and really is too small for a vehicle this size. The 4.2-litre turbo-diesel Patrol might be better suited to this type of work but as it is a mechanically injected engine and not electronic, it didn't fit in with this comparison.
The surprise package of the test was the ML270 Mercedes. In sheer size it was dwarfed by the Trakmaster caravan yet it hauled it with relative ease. The CDI engine belies its small size with plenty of power and the fuel economy figures are class leading. The suspension could use some reworking or the application of towing aids to stop it pitching but it performed better than some of the better established 4WDs on the test. A pleasant surprise indeed!
The two mid-sized 3.0-litre wagons, the Jackaroo and Prado, performed as they always seem to - without fuss or fanfare. Both are well suited to towing although each had its downsides. With the Jackaroo it was acceleration. While it is by no means a slouch it was slower than the other vehicles on test. Provided you didn't want to get there in a hurry there were no problems.
The Prado's problem was stability. It didn't feel safe at speed with the rear end swaying as it did and would definitely require the fitment of some sort of towing aid. Its got the performance and driveability to keep up with the others and the security of permanent 4WD but its stability lets it down.
None of the vehicles tested performed badly and they all towed the Trakmaster with relative ease. But it became obvious that the heavier the vehicle, the longer the wheelbase and the more powerful the engine, the better it would tow. The LandCruiser is a winner on all accounts.
Note: The other electronically controlled turbo-diesel 4WD wagon currently on the market that would have fitted in this test is the Land Rover TD5 Discovery. It was tested in our last towing test in the August 1999 issue. Other vehicles in that test were the Discovery V8 and the V6 Pathfinder, Challenger, Frontera and Monterey.
Thanks to Trakmaster for the use of its Nullabor caravan. For a full report on living with the Trakmaster Nullabor see the April 2001 issue of Overlander. Call Trakmaster on 03 97200822 for more information and a brochure showing the full range of off-road caravans.
