I think everything you laid out is right on the mark. The URJ200 vs UDJ200 comparison really is not apples to apples because the 1VD-FTV was engineered from day one to manage significantly higher sustained heat loads than the 3UR-FE. Being a twin turbo diesel with EGR coolers, higher cylinder pressures and continuous boost, it simply requires larger oil and coolant capacities, a higher capacity radiator, a more aggressive fan and dedicated charge air cooling. That is not Toyota giving the diesel “special treatment,” it is Toyota building a powertrain that must survive high load, low speed, high temperature conditions that most US trucks are never expected to face. As you noted, many global specs also add subtanks and other long range hardware that were never even contemplated for the US market.
On towing you are exactly right. Both trucks carry the same tow rating on paper, but the diesel is the better real world tool. Torque tows, and the 1VD holds its torque with far less penalty to fuel economy. Losing only a couple MPG under load compared to the 3UR losing eight or more from an already marginal baseline is a very meaningful difference in long distance use. The diesel also handles added weight, larger tires and offroad equipment with less performance drop because it was calibrated for that environment, not suburban commuting.
Your reliability characterization is also fair. The 1VD-FTV is extremely robust when maintained properly, but sensitive to poor fuel quality and deferred service, which is typical of any modern diesel. The 3UR-FE is the opposite, a simple, forgiving, low maintenance engine that trades economy for durability and ease of ownership. That is exactly why the US never saw the diesel option. The cost, emissions burden and required owner discipline simply do not align with the US luxury SUV buyer profile, and Toyota is acutely aware of that.
The last point you make about the US receiving the most neutered 200 Series spec worldwide is correct as well. Everything about the US truck was tailored toward the Lexus-like buyer, not the global Land Cruiser customer who demands payload, heat tolerance, range, utility and simplicity. The shift began with the 100 Series and the disappearance of a solid axle option in the US. Sales reflected that divergence. The 250 Series is probably the closest Toyota can get back to that heritage within current regulatory and cost constraints, but a diesel with a solid front axle absolutely would have been the enthusiast’s choice if it could have worked here.
In short, I agree across the board. The 1VD-FTV remains the superior powerplant for towing, range, economy and harsh climate performance, and the 3UR-FE remains the best choice for the US buyer who prioritizes simple ownership. If Toyota ever offered a diesel 250 or a modernized 70 with a few comforts, they would have an incredibly loyal audience.
