This Car Review Is About: Toyota’s forgotten SUV. The Fortuner is a seven seater based on the HiLux, much like the Pajero Sport is a derivative of the Triton. There are three trim levels being GX, GXL, and the range topping Crusade. It’s exclusively diesel and auto, going up against the Kluger to provide the oiler option in the mid-sized SUV segment for the brand. First released in Australia in 2015 a manual was available in the GX and has since been dropped. The vehicle’s history goes back further, with an initial release of 2005 and for the South African market to start.
How Much Does It Cost?: $50, 322, $55,387, and $63,262 are the prices listed on Toyota Australia’s website. These are drive-away prices as of March 30, 2020. Add metallic paint over the standard white and the GX goes to $50,952, whilst the GXL is $56,017. $63,892 is the metallic paint price for the Crusade, which was in Crystal Pearl for our review vehicle.Under The Bonnet Is: Toyota’s well proven 2.8L diesel, with 130kW and 450Nm. The latter comes in from 1,600rpm and rolls of at 2,400rpm. The auto has just six rations, leaving the Fortuner somewhat off the pace in this respect. It also means economy is off the pace, with an urban figure (rarely quoted by companies lately) of 11.0L/100km. Combined is 8.6L/100km and on the highway Toyota says 7.3L/100km. On our 80/20 urban/highway cycle, we saw a best of 9.2L/100km. Towing is rated as 2,800 kilos braked. Starting weight is 2,135kg for the Crusade.
On The Outside It’s: Largely unchanged since the initial release. It’s an awkwardly shaped profile; there’s a sharp, angular front, an odd kickline to the darkened privacy glass rear windows that starts in the second half of the rear doors, and blacked out C and D pillars. An insert to the rear bumper has a placing for the towbar. From the front it’s a narrow headlight structure with LED driving lights incorporated but only in the Crusade. The Crusade has splashes of chrome for that upmarket look. The broad face is mirrored by the tail lights and feature a similarly angular shaped design. Underneath, the Crusade has Michelin Latitude rubber, and are 265/60/18 on 12 spoke alloys. Sidesteps were also fitted and are standard across the three tiers.Overall length puts in firmly in the same ballpark as its competitors. 4,795mm and rolls on a 2,750mm wheelbase. Width in total is 1,855mm whilst height is 1,835mm. The rear track is slightly wider than the front, at 1,555m compared to 1,540mm. It’s pretty much the same size as its stablemate, Prado.
On the Inside It’s: A not unpleasant place to be if you’re in the front row. The vehicle supplied had a dark brown leather trim, a shade not far off a cocoa or chocolate. As is the norm, the front seats were powered and heated. The tabs for the heating are almost invisible, being placed at the bottom of the centre stack. The steering column has paddle shifts for changing and are largely unused.What’s noticeable about the whole design of the dash and console is the replication of the Toyota logo. From either side horizontally is an elongated oval shape, whilst the centre stack has a pair of vertical pillars to mimic the vertical bar in a T. Inside is a four layer design, being a pair of air vents, touchscreen, aircon, and drive mode dial next to the heat switches and auxiliary sockets. These sit ahead of a pair of cup holders and these are somewhat awkwardly placed for usage.
There is no HUD for the driver and the driver’s display screen, save for the now standard centre section, is fully analogue. Backlighting is a deep electric blue. The tiller is standard Toyota with the tabs for information access on the right, audio on the left. Trim material in the Crusade are soft touch, well stitched, and of a high quality to look at and feel. The sound system has JBL speakers and added in on the upper surface of the dash. The tuning system Toyota uses in their touchscreens is not as user friendly as others, and demonstrably so in the Crusade. The preset stations in the DAB tuner were not Sydney based, and to re-initialise them took some time. There are also no apps for extra connectivity.The key interior feature of the Fortuner is the fitment of a pair of third row seats. The HiLux chassis underneath doesn’t appear to allow a proper floor mount, with the pair side mounted and designed to fold down. The actual strap to release is easy enough to undo but the weight of the seats can make them difficult for some to use. These are accessed via a powered tailgate door. There’s 200 litres of cargo room with the third row seats in place, and when the third row is folded there is 716L. All seats folded yields 1080L. This also corresponds to head and leg space, where they’re adequate but just adequate.The rear seats get a separate climate control set of switches and a 220V socket as well. Spread throughout the cabin are three 12V sockets. In the vehicle supplied, rubber floor mats were supplied.
On The Road It’s: Decently quick, a very good handler, and nicely weighted in the steering. Standing start acceleration should please anyone seeking almost petrol like performance from a diesel. This applies to overtaking however anything from around 2,500rpm has the Fortuner Cascade easily running out of breath. It’s perhaps here that an extra pair or trio of cogs wouldn’t go astray for better driveability.
For a diesel it’s comparatively quiet too. Even at revs between 3,000rpm to 3,500rpm is there much noise, rather, it’s a semi-muted chatter and not excessively intrusive. Underway the transmission backs the engine up nicely, with mostly smooth shifts. There’s more than the occasional jolt as ratios change, and there’s also some backlash in the rear diff every now and there. Downhill and the engine braking system comes into play, and holds the gear just that little bit too long. A flick of the paddle shift is needed to go down a gear.Going off-road in the Fortuner is as easy as twirling the centre stack dial. 4WD high range can be done of the fly, whereas for low range the gear selector must be Neutral to engage the transfer case. There is also a rear diff lock switch. Going back to 4WD high and 2WD needs a little more patience, otherwise the system effectively locks in low range. Select Neutral, go to 4WD high, and there’s a few clunks before the transfer case disengages. This then allows the next move to 2WD. If getting dirty then decent approach and departure angles are required, and here Toyota’s Fortuner offers 30 degrees and departure angle of 25deg. Breakover is 23.5deg and ground clearance is 225mm. It’ll get wet at up to 700mm.
The brakes, for our tastes, need a little more bite, but they will haul up the Fortuner well enough for most drivers. There’s also a little steering rack shake, and again it’s fine enough for most drivers. Bump-steer was noticeable on occasion as well. On road manners have good response from the steering under normal driving.What About Safety?: Toyota’s Safety Sense package, which features their Pre-Collision Safety system with pedestrian and daytime cyclist detection, Lane Departure Alert, High-Speed Active Cruise Control and Road Sign Assistance, is standard across all three. Downhill Assist Control and Trailer Sway Control are also standard, as are seven airbags. However Rear Cross Traffic and Blind Spot Alerts aren’t fitted, nor is Lane Change Assist.
What About Service And Warranty?: Five years is the warranty, and for service costs it’s capped at $250 for the first four on a six month or 10,000 kilometre cycle.
At the End Of the Drive. In comparison to the competing product driven the week before, the Fortuner Crusade has more pepp, more zip, more dynamically usable driving. It’s an unusually styled vehicle but it suffers most from invisibility. It’s overlooked in the overall scheme of things, especially within the own family situation. One has to wonder if a solid refresh wouldn’t be a bad thing…
We liked it however there’s just something holding it back, so check it out here.