Road test: Toyota Land Cruiser 70 Series – the ultimate ute?
The oldest ‘new vehicle’ on sale turns 40 this year. We drive the Toyota LC70 and discover its biggest update. By Matthew Hansen.
Iwould’ve been about 8 when I first sat in a Land Cruiser 70 Series. It was a family friend’s burgundy Prado, and my first time sitting in the third row of a car. My love for third-row seating took a hit after it prompted me to eat my lunch a second time but in reverse.
But, from there my fascination with the
70 Series only grew. Oddly enough, I’d never driven one until this month, in the form of this double-cab LT variant.
While I got taller, older, possibly wiser, Toyota’s 70 Series barely changed. I’m now in my 30s, and the LC70 turns an incredible 40 this year — still built on the same ladder platform, still styled like it’s been carved out of a solid block of marble.
There have, of course, been a few changes introduced in this much- anticipated new MY2024 LC70. The front fascia has been given a more retro look inspired by the original. LED headlights appear for the first time. There’s an updated 6.7-inch touchscreen, 4.2-inch screen in the digital cluster, autonomous emergency braking, lane-keep assist and a steering wheel with real-life buttons on it. Toyota has even added a few USB-C charging ports. Cutting edge stuff!
The biggest change is under the incredibly heavy bonnet. The trusty quad-cam 4.5-litre V8 turbodiesel is still available, but in only two specific trims. In its place is a more compact and arguably more potent 2.8-litre turbodiesel 4-cylinder borrowed from the Hilux. Its 150kW is 1kW less than what the V8 produces, but its 500Nm of torque represents a 70Nm jump relative to the big popular 4.5. The 2.8s come hooked to a 6-speed automatic, while the V8s get a 5-speed manual.
Toyota offers the LC70 in three body styles: single-cab pick-up, dual-cab pick-up and wagon. Pricing starts at $77,990 drive away for the cheapest single-pringle ($79,490 for the V8), growing to $82,290 for this LT double cab. The flagship LX can be had with either powertrain in pick-up form ($89,490 in 2.8 spec, $90,990 for the V8); the $90,590 LX wagon is a solely 2.8-litre affair.
It might seem a little odd that the more expensive and coveted Land Cruiser now sports the engine from a garden variety Hilux.
Truthfully, in this rugged workhorse game it’s torque that matters more than horsepower, giving the 2.8-litre a tangible edge over the thumping V8. It also has a more respectable emissions figure (279g/km to 316g/km) and better fuel economy.
Regardless of powertrain, you get 3500kg of towing capacity and 750kg in payload potential. Coil suspension up front and leaf in the rear is firm, as you would expect, to help to support big loads in the tray.
We saw 13.5L/100km from our tester. Still thirsty, but not surprising given that this is a big, heavy vehicle. Perhaps more to the point, we felt the 2.8-litre was a more than worthy powertrain. A good amount of grunt and, thanks to the solid 6-speed, reasonably quick kick-down when you want the extra power.
The flash new engine doesn’t stop the LC70 from feeling exactly like the traditional old bus you’d expect it to be on the road. This feels every bit like a rolling time capsule from the 1980s. The turning circle is comical and the wind noise is deafening – only upstaged by the amount of engine noise that erupts into the cabin.
I’ll give it credit, the LC70 rides a little better than I expected and the old-school seats are super comfy.
Toyota’s commitment extends to a huge amount of the LC70’s componentry. The electric window switchgear is the same as was in my Dad’s old 1995 Surf. The dongle for cruise control is the same as in my old 2003 Lexus IS 200. The air conditioning control panel has literally never changed since 1984. The door cards, the door handles inside and out ... so much of it has simply never changed.
So, its heavy steering is a workout, its turning circle is abysmal, and it’s loud. But, I absolutely loved driving the LC70. It drips with charm, and works its way into your heart in a way a Ranger or Hilux never will.
And because so much of its hardware is four decades old, you know it’s been tested to absolute death and is destined to outlast us all. The four-wheel drive system’s reliance on a proper big shift lever instead of an electric button makes it all the more reassuring, and that pattern of thinking is sprinkled generously throughout.
Speaking of four-wheel drive, the LC70 comes with low range and locking diffs front and rear. It’s not necessarily as natural feeling off-road as a Hilux, with its generous rear overhang and sluggish steering rack. Nevertheless, the Land Cruiser packs a lot more ability than most other vehicles, not to mention there are an enormous number of aftermarket options.
I do wish Toyota would put just a tiny bit more effort into the 70 Series. The fact that the wagon and double-cab get only two airbags is ridiculous, particularly as the single-cab gets five airbags due to its position as the go-to fleet option. The interior also desperately lacks cup-holders and storage space. I get preserving certain features for the tradition of it all, but I don’t get keeping the shallow centre console cubby or not giving this 80-grand vehicle proper functional cup-holders.
There will be those who don’t ‘get’ this big, burly pick-up, and I can understand that. But the proof of its popularity is in the sales pudding. Not only does Toyota sell a huge number of these on both sides of the ditch, but resale values are extraordinary. Even when the outgoing LC70 has more than 200,000km on the odo, their owners are asking for prices over 50 grand. Maybe ... probably ... in the hope of putting their name down for another new one.