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Vehicle Tests > Tow Test - Best In Tow?
Tow Test - Best In Tow?
Issue: September 2009
Words and photos by Mark Allen
It's a hairy-chested V8 turbo diesel with huge power outputs, but can it handle a large caravan? Mark Allen is disappointed.
Plenty of people have given the big thumbs up to the stump pulling 151kW and 430Nm V8-engined 76 Series (along with the 78 and 79 Series Troopy and ute) and fair enough it deserves it... to some degree. Driving this hairy chested, brutish V8 utilitarian truck around the tracks empty or with a load in the cargo area would serve most blokey blokes well. It roars load to tell all and sundry of what lurks under the bonnet (which is quite an intrusive noise in the cabin). It returns a solid, kidney-shaking ride when empty and has a long notchy gear stick that would do a 1960s Bedford truck proud and has very few safety features - all great if that's what you want in this day and age!
With the two-tonne Jayco Outback van hitched up and crawling around in peak hour traffic, the 76 could launch from first, quickly work its way through second and third gears to easily reach and maintain traffic speed. Fourth and fifth could also be used to lope around at lower speeds until the next red light or clown who decided to pull out in front of the in-excess-of four-tonne (empty 76 plus Jayco) test rig. Stopping was easy with the front and rear disc brakes, especially with the van electric brakes helping out.
On flat and slightly undulating open roads the 76 could again easily maintain maximum speed limits, but boy what a shock when just a mild hill came into play. The poor, gutless... yes, this is the mighty 4.5-litre turbo V8 diesel we're talking about... Cruiser quickly dropped back to fourth in a struggle to maintain 100km/h. Medium to steep hills saw the suffocating brute drop into third gear at high revs (for this engine) of 3100rpm to keep just 80km/h. A quick change back up to fourth gear... ha, that's a laugh - don't expect to make any quick changes in this notchy gearbox - saw revs and road speed drop again; those long steep hills required patience in third until things levelled out a little.
This lack of 'go-power' with a large van was extremely surprising and most disappointing to the point that the only reason you'd consider purchasing a 76 would be as a tough tourer, not a tow truck. Combined with the extremely noisy cabin from the engine roar, the slow gearbox and bone-jarring ride, you'd really need to be an enthusiastic 4WDer to want this truck over others on the market. The only saving grace is that the ride would be much smoother with a load in the cargo area.
Let's go back to the start of this test... those maximum power and torque figures really aren't all that much to jump up and down about when compared to other (much smaller) turbo-diesel engines on offer at the moment. Take the NT Pajero; it claims only marginally lower 147kW and a higher 441Nm albeit at slightly higher revs than the 76 Cruiser.
So why the difference in performance? Paper specs rarely compute exactly to real life testing as there are so many other factors involved in what makes or breaks a vehicle. Fact is, the Pajero towed the same van over the same roads, much quicker, quieter and easier - be sure to read our upcoming report on the Pajero.
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Torsional stability of the leaf spring 76 was excellent on uneven winding bitumen roads. Minor potholes and surface irregularities didn't upset the rear end of this truck and the steering remained constant via the old recirculating ball design.
While the seats of the 76 are very basic and offer minimal adjustment (forward, aft and recline only), they did return excellent comfort, especially through the lumbar area and nil numb-bum-itis was present on return of our sub 500km day trip. Vision over the square bonnet was superior to most 4WDs on offer and allows easy parking and navigating through tight obstacles.
External side mirrors offer a good high viewing angle from top to bottom, as well as adequate sideways vision to keep track of most of what happens behind.
Having just the single 90-litre fuel tank (compared to the longer two-door 78 LandCruiser with 180 litres) it still carries more fuel than most, but a shame not to have the whole 180 litres. On this tow test, we managed 15.6 litres/100km - pretty good!
The 3500kg tow capacity should (given the engines supposed power outputs) go well for most large vans, but given the Jayco used here only tipped the scales at just over 2000kg, you could only presume things go downhill from here with heavier vans.
Steep downhill grades (one in eight down Victoria Pass) saw the 76's gearing hold reasonably well in third gear with just the occasional dab on the brakes to keep all in check.
Lack of cruise control saw the right boot permanently employed, while the left saw plenty of action through the more-often-than-thought down changes while tackling the hills.
While there is no doubting the Outback touring prowess and toughness of the 76 Series LandCruiser, it's inability to tow a large load at constant highway speeds would be of concern given there are plenty of smaller, quieter and smoother diesel engines available.
Having spent quite a bit of time behind the wheel of the 76, I do feel there is a lot of room for improvement with regards power outputs. An improved exhaust system and engine management module should see massive gains in what should already be an impressive tow vehicle.
The engine's got 'it', but it's not getting 'it' down to the ground. Just having a hairy chest really isn't good enough theses days; a 4WD needs the complete package to be a real winner.
JAYCO
Thanks go to Jayco Sydney for the loan of a Sterling Outback 18' 6" (5.65m) caravan. It tipped in at 2005kg tare weight, with a 165kg tow ball weight.
For more information on Jayco caravans, drop into their Sydney show room at 63-67 Glossop Street St Marys, call 02 9623 1971 or visit www.jayco.com.au
Words and photos by Mark Allen
It's a hairy-chested V8 turbo diesel with huge power outputs, but can it handle a large caravan? Mark Allen is disappointed.
Plenty of people have given the big thumbs up to the stump pulling 151kW and 430Nm V8-engined 76 Series (along with the 78 and 79 Series Troopy and ute) and fair enough it deserves it... to some degree. Driving this hairy chested, brutish V8 utilitarian truck around the tracks empty or with a load in the cargo area would serve most blokey blokes well. It roars load to tell all and sundry of what lurks under the bonnet (which is quite an intrusive noise in the cabin). It returns a solid, kidney-shaking ride when empty and has a long notchy gear stick that would do a 1960s Bedford truck proud and has very few safety features - all great if that's what you want in this day and age!
With the two-tonne Jayco Outback van hitched up and crawling around in peak hour traffic, the 76 could launch from first, quickly work its way through second and third gears to easily reach and maintain traffic speed. Fourth and fifth could also be used to lope around at lower speeds until the next red light or clown who decided to pull out in front of the in-excess-of four-tonne (empty 76 plus Jayco) test rig. Stopping was easy with the front and rear disc brakes, especially with the van electric brakes helping out.
On flat and slightly undulating open roads the 76 could again easily maintain maximum speed limits, but boy what a shock when just a mild hill came into play. The poor, gutless... yes, this is the mighty 4.5-litre turbo V8 diesel we're talking about... Cruiser quickly dropped back to fourth in a struggle to maintain 100km/h. Medium to steep hills saw the suffocating brute drop into third gear at high revs (for this engine) of 3100rpm to keep just 80km/h. A quick change back up to fourth gear... ha, that's a laugh - don't expect to make any quick changes in this notchy gearbox - saw revs and road speed drop again; those long steep hills required patience in third until things levelled out a little.
This lack of 'go-power' with a large van was extremely surprising and most disappointing to the point that the only reason you'd consider purchasing a 76 would be as a tough tourer, not a tow truck. Combined with the extremely noisy cabin from the engine roar, the slow gearbox and bone-jarring ride, you'd really need to be an enthusiastic 4WDer to want this truck over others on the market. The only saving grace is that the ride would be much smoother with a load in the cargo area.
Let's go back to the start of this test... those maximum power and torque figures really aren't all that much to jump up and down about when compared to other (much smaller) turbo-diesel engines on offer at the moment. Take the NT Pajero; it claims only marginally lower 147kW and a higher 441Nm albeit at slightly higher revs than the 76 Cruiser.
So why the difference in performance? Paper specs rarely compute exactly to real life testing as there are so many other factors involved in what makes or breaks a vehicle. Fact is, the Pajero towed the same van over the same roads, much quicker, quieter and easier - be sure to read our upcoming report on the Pajero.
read on below advertisement
Torsional stability of the leaf spring 76 was excellent on uneven winding bitumen roads. Minor potholes and surface irregularities didn't upset the rear end of this truck and the steering remained constant via the old recirculating ball design.
While the seats of the 76 are very basic and offer minimal adjustment (forward, aft and recline only), they did return excellent comfort, especially through the lumbar area and nil numb-bum-itis was present on return of our sub 500km day trip. Vision over the square bonnet was superior to most 4WDs on offer and allows easy parking and navigating through tight obstacles.
External side mirrors offer a good high viewing angle from top to bottom, as well as adequate sideways vision to keep track of most of what happens behind.
Having just the single 90-litre fuel tank (compared to the longer two-door 78 LandCruiser with 180 litres) it still carries more fuel than most, but a shame not to have the whole 180 litres. On this tow test, we managed 15.6 litres/100km - pretty good!
The 3500kg tow capacity should (given the engines supposed power outputs) go well for most large vans, but given the Jayco used here only tipped the scales at just over 2000kg, you could only presume things go downhill from here with heavier vans.
Steep downhill grades (one in eight down Victoria Pass) saw the 76's gearing hold reasonably well in third gear with just the occasional dab on the brakes to keep all in check.
Lack of cruise control saw the right boot permanently employed, while the left saw plenty of action through the more-often-than-thought down changes while tackling the hills.
While there is no doubting the Outback touring prowess and toughness of the 76 Series LandCruiser, it's inability to tow a large load at constant highway speeds would be of concern given there are plenty of smaller, quieter and smoother diesel engines available.
Having spent quite a bit of time behind the wheel of the 76, I do feel there is a lot of room for improvement with regards power outputs. An improved exhaust system and engine management module should see massive gains in what should already be an impressive tow vehicle.
The engine's got 'it', but it's not getting 'it' down to the ground. Just having a hairy chest really isn't good enough theses days; a 4WD needs the complete package to be a real winner.
JAYCO
Thanks go to Jayco Sydney for the loan of a Sterling Outback 18' 6" (5.65m) caravan. It tipped in at 2005kg tare weight, with a 165kg tow ball weight.
For more information on Jayco caravans, drop into their Sydney show room at 63-67 Glossop Street St Marys, call 02 9623 1971 or visit www.jayco.com.au
