The iconic 70 Series LandCruiser was introduced in 1985 and, during almost four decades of continuous production, has been the vehicle of choice for the farming, mining and agricultural sectors as well as a favourite of off-road enthusiasts.
During that long evolution, Toyota has been careful not to compromise the core values of a rugged ladder-frame chassis, live axles front and rear, big load-hauling capacity, long fuel range and minimal bling demanded by its global tribe of loyal buyers.
It has seen numerous drivetrains, from the original 3.4-litre four-cylinder diesel and 4.0-litre inline six-cylinder diesel and petrol options of the 1980s, to the larger 4.2-litre diesel and 4.5-litre petrol inline sixes of the 1990s, to the ubiquitous 4.5-litre turbo-diesel V8 of the 2000s which is still offered today.
However, the recent release of the latest 70 Series range brings not only new frontal styling and upgraded technology. It also heralds the return of a four-cylinder diesel option. And, for the first time, an automatic transmission.
We recently spent a working week in the new four-cylinder auto version, to see if it has what it takes to be a viable alternative to its much-loved V8 manual-only sibling.
Price and Features – Does it represent good value for the price? What features does it come with? 7/10
Our GX test vehicle is the 79 Series single cab-chassis equipped with Toyota's proven 1GD-FTV 2.8-litre four-cylinder turbo-diesel and AC60F six-speed torque-converter automatic transmission (no manual version is offered). The GX fills the gap between base-grade Workmate and premium GXL offerings, with a list price of $78,800 plus on-road costs. That's $4100 cheaper than a GX V8 manual.
GX buyers get all the new features of the Workmate, including the redesigned front face with LED headlights and DRLs, steering wheel controls for audio/phone/information/vehicle settings, a 4.2-inch driver's multi-info display, a front console box, map lights and a 6.7-inch touchscreen multimedia system, which includes wired Apple and Android connectivity.
The GX adds 16-inch alloy wheels with 265/70R16 tyres and a full-size spare. (image: Mark Oastler)
The GX adds 16-inch alloy wheels with 265/70R16 tyres and a full-size spare, plus wide front mudguards with wheelarch flares to shroud the wider tyres.
Our example is also fitted with some Toyota genuine accessories, including a general-purpose galvanised steel tray ($4663.63), 3.5-tonne tow-bar/hitch receiver/tow-ball/wiring harness ($1136) and optional front and rear diff-locks ($1500), which combined add $7300 to the list price. So, with on-roads, you'd be looking at around $90K to drive this away!
It features a 6.7-inch touchscreen multimedia system. (image: Mark Oastler)
Design – is there anything interesting about its design? 8/10
The 1GD-FTV 2.8-litre four-cylinder turbo-diesel and AC60F auto combination was a no-brainer, given years of solid service in a variety of Toyota light commercials and SUVs including the HiLux ute,HiAce van and Prado/Fortuner.
However, this venerable pairing features modifications unique to the 70 Series, to enhance durability and performance when operating in harsh conditions for extended periods.
Our GX test vehicle is the 79 Series single cab-chassis. (image: Mark Oastler)
The cast-aluminium oil-pan (aka sump) used in other models has been redesigned and is now made from pressed steel, along with a revised oil strainer and oil level sensor. Mounting of the oil filter has been revised to minimise potential off-road damage and a larger radiator fan aids engine cooling during heavy-duty use like towing and low-range off-roading.
The six-speed auto has also been revised. A deeper oil-pan (with protective guard) allows an increase in capacity to maintain oil pressure on extreme off-road slopes. The breather system is also equipped with an oil catch-tank for this purpose and the breather inlet is now 900mm above ground level to optimise water-fording.
There are no internal anchorage points, so loads must be secured externally using the trio of rope rails along each side. (image: Mark Oastler)
Also significant are the four-cylinder's power-to-weight and torque-to-weight ratios in comparison to its V8 manual sibling. Our GX test vehicle's 2130kg kerb weight (without tray) is 75kg lighter. It's also line-ball on power output (150kW vs 151kW) but produces 10 per cent more torque (500Nm vs 430Nm).
So, based on those figures, the four-cylinder has 14.2kg/kW compared to the V8's 14.6kg/kW and 4.25kg/Nm compared to the V8's 5.12kg/Nm. So, although they're close, the four-cylinder has the edge in both measures.
The recent release of the latest 70 Series range brings not only new frontal styling and upgraded technology. (image: Mark Oastler)
Even so, apart from the gearstick being replaced by an auto-shifter and the absence of a clutch pedal, the four-cylinder 70 Series feels like you're catching up with an old friend.
It still has a huge turning circle (15 metres) plus key-operated ignition, key-operated locks with no central-locking, doors that demand to be slammed shut, manual wind-up windows, manually adjusted door mirrors, a manual telescopic radio aerial, transfer case/handbrake levers protruding through the floor, manual temperature adjustments etc. And that's the way its customers want it.
GX buyers get all the new features of the Workmate, including the redesigned front face with LED headlights and DRLs. (image: Mark Oastler)
Practicality – How practical is its space and tech inside? 8/10
With its 2130kg kerb weight and 3510kg GVM, our test vehicle has a 1380kg payload rating. That drops to just over 1000kg when you deduct the weight of the hefty steel tray (319kg) and towing kit (approx. 50kg), so it's still a genuine one-tonner.
It's also rated to tow up to the category-benchmark 3500kg of braked trailer and with its substantial 7010kg GCM (how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight.
Toyota's general-purpose steel tray has a 3mm-thick galvanised load floor and three hinged drop-sides. However, there are no internal anchorage points, so loads must be secured externally using the trio of rope rails along each side.
That drops to just over 1000kg when you deduct the weight of the hefty steel tray (319kg) and towing kit (approx. 50kg), so it’s still a genuine one-tonner. (image: Mark Oastler)
With its 2130kg kerb weight and 3510kg GVM, our test vehicle has a 1380kg payload rating. (image: Mark Oastler)
Toyota’s general-purpose steel tray has a 3mm-thick galvanised load floor and three hinged drop-sides. (image: Mark Oastler)
Our example is also fitted with some Toyota genuine accessories, including a general-purpose galvanised steel tray. (image: Mark Oastler)
There's also a sturdy front bulkhead with a mesh screen to protect the rear window. The full-size spare on our example is stored horizontally in a slide-out cradle underneath the rear of the tray.
In terms of cabin storage, there's no bottle-holder or bin in the driver's door and only small versions of both in the passenger door. There's also a glovebox and (auto-only) centre console, which offers several storage places including single cup and bottle-holders, plus a shallow lidded box at the rear.
A large storage bin with internal dividers is mounted on the cabin's rear bulkhead between the seats, which is useful for carrying bottles and other items. There's also limited floor space behind the seats for storing soft luggage like jackets, bags, groundsheets etc.
There’s also a glovebox and (auto-only) centre console, which offers several storage places including single cup and bottle-holders, plus a shallow lidded box at the rear. (image: Mark Oastler)
In terms of cabin storage, there’s no bottle-holder or bin in the driver’s door and only small versions of both in the passenger door. (image: Mark Oastler)
A large storage bin with internal dividers is mounted on the cabin’s rear bulkhead between the seats. (image: Mark Oastler)
Under the bonnet – what are the key stats for its engine and transmission? 9/10
The Euro 5-compliant 1GD-FTV 2.8-litre four-cylinder turbo-diesel produces 150kW which peaks between 3000-3400rpm, while its 500Nm of torque (70Nm more than the V8) is served at full strength across a 1200rpm-wide torque band between 1600-2800rpm.
The AC60F six-speed torque converter automatic is a smooth-shifting and responsive transmission, with its 0.581 overdrive ratio in sixth gear ensuring low engine rpm and optimised fuel economy at highway speeds.
The Euro 5-compliant 1GD-FTV 2.8-litre four-cylinder turbo-diesel produces 150kW which peaks between 3000-3400rpm. (image: Mark Oastler)
There's sequential manual-shifting available, which can be useful when hauling and/or towing big loads particularly in hilly terrain. The auto also offers selectable drive modes including 'Power/Haul' (optimised heavy load performance), 'Second Start' (bypasses first gear to start in second for powerful start-off acceleration in low-traction conditions) and 'Downhill Assist Control' (controlled braking on steep descents).
The 4x4 system adheres to the traditional part-time, dual-range arrangement and optional front and rear diff-locks (as fitted to our example) are also available.
Efficiency – what is its fuel consumption? What is its driving range? 8/10
Toyota claims an official combined average consumption of 9.6L/100km (V8 is 10.7). When we stopped to refuel at the end of our test, the dash display was claiming average consumption of 12.8L/100km after 297km, of which about one third was hauling its maximum payload.
This was identical to our own consumption figure calculated from fuel bowser and tripmeter readings, so the LC70's onboard diagnostics are accurate. Therefore, based on these 'real world' figures, you could expect a realistic and expansive driving range of more than 1000km from its big 130-litre tank.
Driving - what's it like to drive? 8/10
You sit high and upright with commanding views over the bonnet and out each side thanks to low door heights that are just above your knees. This is the ultimate driving position for off-roading, allowing the driver to easily see obstacles and place wheels with ease.
It has acceptable noise levels and the unladen ride quality is surprisingly supple, in our test vehicle at least, which is aided by the increased sprung weight of the steel tray and baggy sidewalls of the GX's wider tyres.
The signature recirculating-ball steering lacks the precision of rack-and-pinion systems favoured by rival utes, with some noticeable play either side of centre. However, that bit of give is there for good reason, in helping to cushion blows from severe off-road obstacles that can rip the wheel out of your hands and break your fingers. The four-wheel disc brakes provide good stopping power.
The new four-cylinder auto installation changes perceptions of how a 70 Series should perform with half the number of cylinders and a 38 per cent decrease in cubic displacement compared to the V8 version.
Given its lower kerb weight and higher torque output, the four-cylinder auto delivers unladen performance that's more than a match for its V8 sibling around town, with energetic self-shifting response from standing starts and acceleration that doesn't feel sluggish or underpowered.
The 1GD-FTV 2.8-litre four-cylinder turbo-diesel and AC60F auto combination was a no-brainer. (image: Mark Oastler)
Its 500Nm of torque stretches from 1600rpm to 2800rpm, providing excellent flexibility. The extra gear provided by the auto proves its worth at highway speeds, with less than 2000rpm required to maintain 110km/h.
To test its GVM rating, we loaded 830kg onto the tray which with driver equalled a combined payload of 930kg that was about 70kg short of its legal limit. The rear springs compressed 50mm, which still left around 60mm of bump-stop clearance that ensured a smooth ride with no bottoming-out on our test route.
That included our 13 per cent gradient 2.0km-long set climb at 60km/h. In auto without using the Power/Haul mode, it self-shifted down to fourth gear and 2000rpm to easily pull this load to the summit, with only light pressure on the accelerator and plenty in reserve.
Engine-braking on the way down, in a manually-selected second gear, was not as strong as the V8 as you'd expect, but still commendable given its smaller displacement and nearly a tonne of payload to restrain. Even so, the four-wheel discs provided reassuring response when required.
We tried the same climb and descent using the Power/Haul mode, but didn't detect any significant performance improvement.
Safety – What safety equipment is fitted? What is its safety rating? 8/10
New safety additions include lane-departure alert with steering assist, speed sign recognition and auto high-beam control.
These upgrades enhance existing features including driver and passenger front airbags, and a pre-collision system with AEB and day/night pedestrian and daytime cyclist detection.
Ownership – What warranty is offered? What are its service intervals? What are its running costs? 8/10
There's a five-year/unlimited-km warranty, while scheduled servicing is every six months or 10,000km, whichever occurs first. Capped-price servicing applies for the first five scheduled services of $525 per visit. That means $1050 per year or $5250 over five years.
It has a lower purchase price, lower official fuel consumption, lighter kerb weight and higher torque output compared to its V8 sibling. And it shifts its own gears. Fact is, the four-cylinder auto drivetrain has found a sweet-spot in this legendary workhorse and is sure to win friends.
Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication. Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.
