2026 Toyota LandCruiser GXL 79 Series vs Ford Ranger Super Duty comparison
Two heavy-duty dual-cab utes face off – the newcomer against the icon – to see which is the best choice for loading up, towing and heading off-road.
So many Australian ute buyers don’t really need a ute. Critics of such buyers would accuse them of ‘poncing’ around town, taking up too much space on the road and making car parks less comfortable than they ought to be.
Of course, this is true. Like supercar owners daily-driving their pride and joy through the gridlock of CBD traffic, utes are not always used to the maximum of their capability.
But what if you use a ute properly, and you need to dial up the capability?
For many years now, there has only really been one heavy-duty four-wheel-drive ute option for Australian buyers. When you want something that goes hard off-road, supports a monster payload and can tow heavy loads (all simultaneously), then the Toyota LandCruiser 70 Series has stood head and shoulders above the rest of the pack.
But now, we’ve got some competition in Australia, the spiritual home of the LandCruiser. Ford sent the Ranger to the gym, loaded it up with anabolic steroids and protein shakes, and blasted Rammstein’s Sehnsucht on repeat through the headphones.
Out walked the pumped-up Ford Ranger Super Duty, with increased payloads, more towing capacity, better off-road capability and improved ute credentials all round.
Is it enough to topple the iconic and legendary Toyota LandCruiser 79 Series from its no-nonsense perch? We pitch them head-to-head to see where the truth lies.
How much does the Ford Ranger Super Duty cost in Australia?
Initially, the Ford Ranger Super Duty was solely available with one trim level, and only as a cab-chassis. We’ve got the five-seat dual-cab version for this comparison, priced at $89,990 plus on-road costs.
When you consider a regular Ford Ranger XLT with the 3.0-litre V6 has an asking price from $67,190 and comes with a tub, this heavy-duty cab-chassis brings a significant increase in asking price.
However, calling the amount of change that has gone in the Ranger Super Duty ‘significant’ feels like it might be underselling it.
The chassis is thicker and heavier, sporting extra protection and crossmembers. The rear diff (with a 9.75-inch or 248mm ring gear) comes from a Ford Transit van and has fully floating axles, while the front locking differential comes from the Bronco Raptor (with an 8.5-inch or 210mm ring gear).
There are eight-stud hubs, 33-inch light-truck all-terrain tyres, 17-inch steel wheels, front and rear cast-steel recovery points, a 130-litre fuel tank and a fully-sealed snorkel. The transfer case is a stronger variant that uses the same clutch-based four-wheel-drive connection between the front and rear wheels.
There are bespoke cast aluminium front control arms (with independent front suspension retained), widened front guards, longer rear leaf springs, and a wider wheel track to improve stability and counteract the increase in ride height.
This major overhaul means it has an increased gross vehicle mass (GVM) now at 4500kg, braked towing capacity of 4500kg, and gross combination mass (GCM) of 8000kg for this model.
Along with a higher price, the other bad news regarding the Ranger Super Duty is the drop in power. While the 3.0-litre diesel V6 carries on here (with increased cooling capability), power has been trimmed quite a bit. It’s gone down from 184kW to 154kW, with the addition of AdBlue there to help keep emissions in check. The 600Nm stays intact, which is tasked with pushing the 2675kg kerb weight along the road.
How much does the Toyota LandCruiser 79 Series cost in Australia?
The Toyota LandCruiser 79 Series GXL weighs a full half-tonne less than the Ranger Super Duty, which feels like a sign of the times.
This is a vehicle whose strength lies in its lack of change, rather than the other way around.
The LandCruiser’s gross vehicle mass of 3510kg was increased recently to side-step new side impact regulations, but did bring a welcome side effect of increasing payload at the same time.
Our cab-chassis model has a listed payload of 1325kg.
But, the Ford sports a significantly higher overall payload (as a cab-chassis, once again) at 1825kg.
Otherwise, not a lot has really changed in this car, considering how long it has been on sale. The much-loved 4.5-litre diesel V8 (151kW/430Nm) has been axed, replaced by the 2.8-litre four-cylinder engine from the HiLux that nearly matches it for power but comfortably outstrips it for torque (150kW/500Nm).
There’s the choice of a six-speed automatic transmission or five-speed manual transmission these days, but otherwise it’s business as usual: solid axles front and rear, rear leaf springs, coils and radius arms up front, a part-time four-wheel-drive system with low-range, and locking differentials front and rear.
To compare directly, the rear differential of the LandCruiser 70 has a 9.5-inch (241mm) ring gear, while the front diff ring gear is 8.0 inches in size.
| Key details | 2026 Ford Ranger Super Duty | 2026 Toyota LandCruiser 79 Series |
| Price (MSRP) | $89,990 plus on-road costs | $83,500 plus on-road costs |
| Colour of test car | Shadow Black: ($750) | Merlot Red: ($675) |
| Options | Matte black steel tray: $8166 Dual-battery system: $1850 |
Premium paint – $675 |
| Cab chassis price | $90,740 plus on-road costs | $84,175 plus on-road costs |
| Drive-away price | $109,842 (NSW, including steel tray) | $96,563 (when fitted with a steel heavy-duty tray |
4×4 ute best deals
For those who are shopping around for a deal on their next (or first) ute, then perusing Drive Marketplace is well worth your time.
There are plenty of LandCruiser ute listings to dig through, as well as Ford Ranger Super Duty options (even though it’s new to the market).
Find your nearest Toyota dealer here to check out the LandCruiser ute in the metal, or track down your nearest Ford dealership for a closer look at the Super Duty.
If you’re looking for more pricing, specifications, and latest offers on the Ford Ranger Super Duty, click here.
And if you’re doing similar research on the Toyota LandCruiser, which includes the 300 Series, follow this link.
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Size comparison
Modifications to the Ranger Super Duty have increased its size – not just visually but also in the real world. The Ranger Super Duty is bigger than the 79 Series in every metric. Taller, wider, longer.
The LandCruiser feels taller, however, because of the seating position and relatively narrow wheel track in comparison to the height of the vehicle. Even though the Ranger Super Duty is taller, it looks more squat.
More length overall plays mostly in the cabin, with both utes having roughly similar load trays.
However, your mileage will vary here depending on what you order. Both the Ranger and the LandCruiser are available with a range of steel and alloy trays from the dealership, depending on what you are looking for. And of course, the aftermarket provides a trove of options (trays, canopies and service bodies) to suit all budgets are requirements.
Where the difference is mostly seen and felt is in the cabin. The Ranger Super Duty offers more space inside, which we will detail later in the review.
But another consideration here is weight. More size in every direction means the Ranger Super Duty is also heavier. One advantage of the LandCruiser’s more simple and old-fashioned roots means it doesn’t have as much stuff weighing it down. Around 500kg is the difference here, which is significant.
This is the price you pay for more chassis, bigger differentials, more technology, more equipment and more general modernity.
| 2026 Ford Ranger Super Duty | 2026 Toyota LandCruiser 79 Series | |
| Seats | Five | Five |
| Kerb weight (Cab-chassis) |
2675kg | 2185kg |
| Gross vehicle mass | 4500kg | 3510kg |
| Payload (Cab chassis) |
1825kg | 1325kg |
| Length | 5470mm | 5245mm |
| Width | 2032mm 2197mm (incl. mirrors) |
1870mm |
| Height | 1985mm | 1945mm |
| Wheelbase | 3270mm | 3180mm |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Infotainment
It’s not in the least bit surprising to see the Ranger being leaps and bounds ahead of the LandCruiser in this regard. Whereas the Toyota feels like a utilitarian and work-focused ute inside, the Super Duty feels like a regular Ranger.
The infotainment isn’t different between the Ranger and Super Duty, and that is a good thing. We’ve got the upsized 12.0-inch unit here that is loaded with features and functionality: Apple CarPlay and Android Auto (wired and wireless), digital radio, native navigation and remote connectivity via an app.
The operating system is good too. There are a few shortcut buttons up on top, and physical controls for your dual-zone climate control at the bottom.
In comparison, the infotainment screen in the 79 Series LandCruiser (which is a recent upgrade) feels like the absolute cutting edge of 1990s technology. Apple CarPlay and Android Auto are here, but the only other feature worth mentioning is Bluetooth connectivity. The menu is basic yet clunky, and the quality of the screen feels a few generations behind the Ford.
And to make matters worse, the cab-chassis nature of the 79 Series LandCruiser means a reversing camera isn’t included in the deal. It’s not a massive deal to rectify, but it stands in stark contrast to the 360-degree camera system included in the Ranger Super Duty with a bare bum.
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Crash safety
Neither of these vehicles has an ANCAP crash test to reference or compare.
While the Ford Ranger enjoys a good five-star ANCAP rating from 2022, it’s not extended to the Ranger Super Duty. Why? Because of the extensive and widespread changes to the chassis and driveline.
And while the single-cab LandCruiser 70 Series did once have a five-star rating between 2016 and the start of 2024, that has since expired and never included the double-cab ute like we have in this comparison.
| At a glance | 2026 Ford Ranger Super Duty | 2026 Toyota LandCruiser 79 Series |
| ANCAP rating & year tested | Unrated | Unrated |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Safety technology
While the Toyota LandCruiser has had an improvement in standard safety technology in recent years, it is still lagging behind the Ford Ranger Super Duty in some key areas.
There’s autonomous emergency braking, lane-departure warning, traffic sign recognition and some driver monitoring. But there isn’t any lane-keep assistance or blind-spot monitoring, nor is there a full gamut of airbags inside the vehicle.
And even though we have a genuine Toyota alloy tray fitted to our test vehicle, we don’t have the luxury of a reversing camera as standard fit.
In comparison, the Ford Ranger Super Duty is a more comprehensive. There’s lane-departure warning, lane-keep assistance and lane-centring.
There’s a quality 360-degree camera system here, as well as blind-spot monitoring, low-speed reverse autonomous braking as well as regular forward autonomous braking.
| 2026 Toyota LandCruiser 79 Series | 2026 Ford Ranger Super Duty | |
| Autonomous Emergency Braking (AEB) | Yes | Yes |
| Adaptive Cruise Control | No | Yes |
| Blind Spot Alert | No | Yes |
| Rear Cross-Traffic Alert | No | Yes |
| Lane Assistance | Lane-departure warning | Lane-departure warning, lane-keep assist, lane-centring assist |
| Road Sign Recognition | Yes | Yes |
| Driver Attention Warning | No | Yes |
| Cameras & Sensors | No | Front and rear sensors, 360-degree camera |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Service costs
The LandCruiser requires a visit to the dealership every six months or 10,000km, in comparison to the 12 months and 15,000km for the Ranger Super Duty.
While some will enjoy the extra attention paid by more frequent visits, others will prefer the convenience of the Ford and half the amount of time spent at the dealers for servicing.
Each visit for the Toyota costs $545, which means you’re looking at $1090 each year, $3270 for three years or $5450 for five years.
In comparison, the Ranger Super Duty is much cheaper. Five years of servicing can be done through a prepaid service plan for $2100, while each visit is priced at $469 for the first five years outside of the prepaid plan. That puts three years at $1407 and five years at $2345 for the Ranger Super Duty.
That means you could service the Ranger Super Duty at the same frequency as the LandCruiser 70 Series (beyond what the service book calls for), and still come out ahead in terms of service costs.
| At a glance | 2026 Toyota LandCruiser 79 Series | 2026 Ford Ranger Super Duty |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | Six months or 10,000km | 12 months or 15,000km |
| Servicing costs | $3270 (3 years) $5450 (5 years) |
$1407 (3 years) $2345 (5 years) $2100 (5 years, prepaid) |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Fuel efficiency
These days, engine capacity isn’t as important as it used to be with regard to efficiency. A 2.8-litre engine (borrowed from the HiLux) goes straight against a 3.0-litre V6 that carries on for the Ranger Super Duty (albeit with less power).
Yes, the V8 LandCruiser is completely dead and buried in 2026. But try as we might to not believe it, the LandCruiser is more than what was under the bonnet. Along with other advantages, such as better mid-range torque and reduced weight, the smaller engine uses less fuel too.
The sixth ratio in the automatic transmission helps here, settling revs down on the highway to a more appreciable level. Still, expect to see around 11 or 12 litres per 100 kilometres from this vehicle, if you’re doing general driving with light loads. Of course, that number will increase noticeably.
Ford doesn’t give a claimed fuel consumption rate for the Ranger Super Duty, presumably because it’s not a requirement for a vehicle with this kind of gross vehicle mass. For reference, a Ford Ranger V6 XLT claims 8.4L/100km, according to Ford’s figures. But the extra weight, height, width and more aggressive tyres here mean you’ll definitely be using more in the Super Duty.
We would bank on between 12–15L/100km in the Super Duty, and marking it as being less efficient than the 79 Series LandCruiser. Once again, this comes down (mostly) to the extra weight.
| Fuel efficiency | 2026 Ford Ranger Super Duty | 2026 Toyota LandCruiser 79 Series |
| Fuel cons. (claimed) | Not provided | 9.6L/100km |
| Fuel cons. (on test) | 15L/100km | 14L/100km |
| Fuel type | Diesel | Diesel |
| Fuel tank size | 130L | 130L |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Which is best to drive?
On one hand, you’ve got a time-honoured setup in the LandCruiser 79 Series that hasn’t changed a lot in recent years. The addition of a six-speed automatic transmission makes life easier, and the 2.8-litre four-cylinder engine is better than most would expect.
Whereas a V8 would feel breathless anywhere above idle, the 2.8-litre engine is quieter, smoother and more pliable in the midrange. The six-speed automatic transmission works well, and the extra ratio of this transmission helps to settle things down.
However, it’s the same old experience from behind the wheel. It’s solid-feeling in a way that sets the driving experience apart from others.
The driving position is old-school, with a high seating position, loads of vertical glass around you and the narrow cabin affords plenty of visibility.
The steering is old-school as well, with the solid front axle keeping things slow and ponderous. It’s something some might enjoy, as it plays into the whole heritage of the LandCruiser. But on the face of it, this is an area where the Ranger Super Duty feels like an interstellar spacecraft in comparison.
Steering for the Ranger Super Duty is similar to a regular Ranger, which means it is refined, responsive and impressively car-like in direct comparison to the LandCruiser. And in consideration of the big weights here, it’s a feat to keep the Ranger Super Duty feeling so normal and unchanged.
The ride quality for the Ranger is smoother and less terse when unladen, and you’ve got more refinement here in terms of noise insulation and general harshness.
Performance from each powertrain is closer than you might think, despite the Ford having the ascendancy of torque, gears and cylinders. It’s not enough to shift the extra weight of the Ranger particularly faster. The Ranger might sound a bit nicer through the smoother whoosh of the V6, and providing plenty of chortles through the snorkel.
The LandCruiser sounds a bit more clattery in comparison, which is nowhere near as charming as the old V8 used to be. And for most LandCruiser buyers, this will be a bitter pill to swallow.
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Which one is more comfortable?
The LandCruiser wins on the charm front, with a narrow cabin and a range of materials that take you back in time. For some, this is cool and a novelty today. But, jump in the Ranger, and you’re met with more cabin width, better seats, more storage, better practicalities, and a sense of general modernity that puts it into another league.
Going with the automatic transmission of the LandCruiser 79 Series allows for some extra storage around the gear shifter – including an extra cupholder. But there’s no natural place for your phone, which needs to be plugged in for connectivity.
The seating position of the LandCruiser – high up and with loads of visibility – has its appeal, but the more car-like seating of the Ranger is better. Its seats offer more adjustment and comfort, and the centre console feels less of an afterthought.
This trend is more severe at the back, where the LandCruiser has nothing beyond seats, doors and windows to really comment on. It’s cramped, and lacks ISOFIX and top tether points for those who want to use the car as a family hauler.
In comparison, the Ranger is more spacious, more comfortable and significantly better appointed with air vents, power outlets and seats that are much nicer to sit in. This isn’t a change from regular Rangers, by the way. It’s just a stark difference to the Toyota.
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Which is best off-road?
Put bluntly, both of these four-wheel-drive utes are excellent off-road. There are locking differentials, good ground clearance and adept traction-control systems.
On one hand, the LandCruiser gives the old-school combination of live axles front and rear. Coils up front and leaves at the back aren’t renowned for their outright flex and articulation, but that is something at least balanced between front and rear axles. The location of the number plate at the back – and the thick leaf packs that sit underneath the axle tubes – inhibits clearance.
But, the LandCruiser still does impressively well off-road. The four-cylinder engine might not have that legendary off-idle torque of the old V8, but that matters less with the automatic transmission. It’s easy to drive through the throttle and gearing, with an impressively good off-road traction-control system.
Never mind the lack of visual cues via a dial or flashy graphics, the LandCruiser’s traction-control system is superior to the Ford in the real world. It’s fast to redirect torque to where it’s needed, and makes you wonder whether the diff locks are truly needed for most users.
Of course, don’t forget the weight paying advantage here as well. Despite Ford offering a more off-road-focused tyre, there is that small matter of around half a tonne that needs to be accounted for.
That being said, the Ranger Super Duty feels quite at home off-road. Longer leaf springs at the rear are supple, and the 33-inch tyres give a clear advantage over the Toyota. More wheelbase, more width, more overall ground clearance all pay dividends here, along with the addition of a 360-degree camera system.
Similar to the feeling you get with the Ranger Raptor, you’ve got a high degree of capability here. It’s a clear level above normal four-wheel-drive utes, even though the extra weight is noticeable in this case.
But while the Ranger Super Duty lacks the smart sophistication in the off-road traction-control system, adding in locking differentials helps level the playing field. In our test drive, the Ranger got up the test hill with the help of diff locks, while the LandCruiser didn’t need them.
Although, the Ranger Super Duty scored points back on the side angle. A wider wheel track makes it feel much less tippy from the driver’s seat, slipping less in ruts and provides much more stability for the driver. The LandCruiser doesn’t feel as confident on a side tilt, which is worsened by the disparity between the wheel tracks with the narrower rear.
| Key details | 2026 Ford Ranger Super Duty | 2026 Toyota LandCruiser 79 Series |
| Engine | 3.0-litre V6 turbo diesel | 2.8-litre four-cylinder turbo diesel |
| Power | 154kW @ 3250rpm | 150kW @ 3000–3400rpm |
| Torque | 600Nm @ 1750rpm | 500Nm @ 1600–2800rpm |
| Drive type | Automatic on-demand four-wheel drive | Part-time four-wheel drive |
| Transmission | 10-speed automatic | 6-speed torque converter automatic |
| Power-to-weight ratio | 57.6kW/t | 68.6kW/t |
| Spare tyre type | Full-size | Full-size |
| Tow rating | 4500kg braked 750kg unbraked |
3500kg braked 750kg unbraked |
| Turning circle | 13.6m | 12.0m |
Ford Ranger Super Duty vs Toyota LandCruiser 79 Series: Towing capability
Greater payload and towing capacity figures put the Ranger Super Duty in a clear position to excel here. However, that doesn’t mean the LandCruiser is a schmuck in this regard. A lower kerb weight, combined with similar levels of power, allows the Toyota to feel almost sprightly in its own way.
When towing a 3.5-tonne caravan, both of these vehicles feel the weight. Power and acceleration are – of course – blunted significantly. The extra weight of the Ranger Super Duty, though, along with more wheelbase and wheel track, allows for an edge of stability and steadfast confidence from behind the wheel.
The 100Nm torque deficit of the LandCruiser seems to be made up by the gearing and the fact that it’s around 500kg lighter as a cab-chassis model. Our test vehicle had an alloy tray, which would increase this advantage in comparison to the heavier steel tray on the Ford.
And while 10 ratios might seem better for towing in comparison to six, the real-world experience shows that there isn’t a massive advantage here. Modern automatic transmissions ride the torque converter smartly, and you don’t feel you’re missing anything with the six-speeder of the Toyota.
In terms of suspension, both utes handled the trailer fine. Although, we weren’t overloading the towball looking for trouble. Adding weight into the water tanks further back in the van helps here, along with not overloading the forward storage compartments.
Where the Ranger has a massive advantage, though, is through technology. Having a 12-pin trailer plug is one thing, but there’s the integration of a 360-degree camera, optional extra camera inputs, better side mirrors and blind-spot monitoring that can look past some trailers. The Toyota cannot match any of this.
For those who aren’t confident reversing a trailer, though, the Ranger’s technology for reversing assistance is a boon. You can use the twisting dial near the gear shifter to adjust the angle of the trailer when reversing, which can genuinely help in those stressful situations at the municipal tip, when you’ve got an audience.
Should I buy a Toyota LandCruiser 79 Series or a Ford Ranger Super Duty?
The LandCruiser 79 Series is a special vehicle on the Australian automotive landscape. While you could easily dedicate your career to lambasting its many shortcomings, it is at the same time a car that is hard to knock.
It’s slow, crude, rough, cramped and quite expensive. But it’s built for the purpose of work, and has been a faithful companion to Australian off-road drivers for decades. The reputation is gold-plated, and owners are supported by Australia’s biggest dealership network.
Part of the LandCruiser’s success comes from the simple fact that any true competitor to it has died off. Things like Patrols and Defenders have stepped away from their hardcore utilitarian roots, leaving the LandCruiser as the only bona-fide four-wheel-drive ute option for serious business and hardcore recreational users.
What Ford has done with the Super Duty brings some genuine competition into the domain of the LandCruiser.
No, the Super Duty doesn’t have a solid front axle. Nor does it have a storied history of endurance and durability. But what Ford has done to develop this vehicle into a properly serious contender needs to be commended. Just about everything underneath the skin has been touched, upgraded or overhauled. And the numbers tell the story.
The Ford doesn’t have the powertrain-punch advantage that you might expect, owing mostly to its heft. But it’s smoother, friendlier, comfier and overall more modern. But at the same time, it gives either equal or superior capability and performance in the areas where it matters. Towing, load capacity, off-road driving and general utility.
While the LandCruiser 79 Series will always have a place and a loyal following in Australia, the Ranger Super Duty provides a significantly more rounded overall vehicle for a reasonable increase in price.
The post 2026 Toyota LandCruiser GXL 79 Series vs Ford Ranger Super Duty comparison appeared first on Drive.
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