Toyota LandCruiser 70 Series review and buyers guide

It’s the trophy truck every Aussie tradie wants to own, and every owner knows will (probably) live forever. Here’s why you’re (seriously) stroking your chin over Toyota’s new LandCruiser 70 pick-up - sorry, ute…

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The LandCruiser 70 Series is a relentless icon in Australia, and this year, Toyota is giving it a fresh update, injecting newish life into an already beloved, albeit ancient off-roader. If you’re wearing an Akubra right now and holding a cold stubby, you might want to sit down for this one. 

For 2024, Toyota is bringing in an automatic transmission option for the first time, a four-cylinder engine alternative, and an exterior design that has actually been changed. Slightly.

WARNING: There have been a number of stop-orders imposed on the 70 Series, as Toyota HQ gets its head together and clears up its production backlog. If you manage to order today, be prepared to wait some time before taking delivery.

Exterior

The 2023 LandCruiser 70 Series doesn't mess around when it comes to looks. It retains that classic and unmistakable LandCruiser design DNA that's been ingrained in our culture for decades.

The boxy silhouette, prominent wheel arches, and a big, bold grille make it clear that this is more of a tool than a recreational ute; it’s more at home shuffling animals on a farm than posing in the city.

This year, Toyota is adding some subtle updates to the exterior to bring it in line with modern standards without losing its rugged charm. Some new LED headlights provide improved visibility, and the front grille is swapped for a mesh-type insert that stands out more against the wrap-over bonnet. With the new front end it looks a bit like the 40 Series.

Still, it's no fashion show contestant; the 2024 LandCruiser 70 Series is a boxy tank.

Interior

Step up and plonk yourself inside, and you'll find a cabin that's been modernised a smidge while staying true to its utilitarian roots. The seats are barely supportive but comfortable enough, and they’re wrapped in durable cloth and vinyl to endure those long, dusty outback journeys. 

Toyota has also thrown in a touch-screen infotainment system in recent years, with the 2024 update adding Android and Apple connectivity, and even a reversing camera on the wagon body models. These tech upgrades bring some much-needed convenience to the 70 Series experience.

But let's not kid ourselves; this is still a no-nonsense workhorse at heart. You won't find any fancy materials or high-end finishes in here, and much of the dash and console is made from very hard-wearing plastic and shaped in old-school design.

What you will find are easy-to-clean surfaces, loads of headroom, and an array of storage spaces. Toyota is introducing a decent centre console with the 2024 model, inspired by the console featured in the 70th Anniversary special edition from a couple of years ago.

There are no awkward bits of protruding trim or delicately-wrapped fixtures. If anything in here breaks, the thing that broke it is probably broken now too. Whether you're carrying tools, camping gear, or livestock, the LandCruiser 70 Series is ready to work. 

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Powertrain

Under the bonnet, the 2023 LandCruiser 70 Series is powered by a 4.5-litre turbo-diesel V8 engine. It's the same powerhouse that's been the backbone of this model for years, including in the 200 Series albeit with a twin-turbo setup bolted on (this uses a single turbo).

Now, this is not a powerful unit and it doesn’t produce much torque, despite being a V8. It’s also not very fuel efficient and operation is rough, with a harsh sound. There really isn’t much going for it, on paper. Peak power is just 151kW at 3400rpm, and peak torque is only 430Nm, spread between 1200rpm and 3200rpm.

These figures are pathetic in the scheme of things. Even the current HiLux, with its much smaller 2.8-litre four-cylinder engine trumps it; 150kW at 3400rpm, and 500Nm spread between 1600-2800rpm. And that’s with 1700cc less combustion capacity.

Toyota has updated the V8 in recent years, installing Piezo injectors and revising gear ratios in the five-speed manual gearbox to optimise highway cruising comfort; second and fifth gears were converted to taller ratios.

Even so, the V8 requires around 2000rpm to maintain highway cruising speeds, and more if you want to bump it up to 115km/h or so. And what this means is fuel economy is not very good. The official rating is 10.7/100km. That doesn’t compare well with the HiLux SR5 auto, which is rated at 7.9/100km – remembering it produces the same power and a lot more torque.

Toyota Australia obviously clued on to this and that’s why, for 2024, it is offering that same 2.8-litre engine in the 70 Series. Fuel economy figures are yet to be confirmed but it will be a much lower number than 10.7.

Emissions are also set to drop significantly. At the moment, the V8 emits 281 grams of CO2 per kilometre, which is a lot compared with other, more modern diesel engines. For instance, the current HiLux SR5 automatic coughs out 207g/km under the same conditions. The LandCruiser is around 150kg heavier, however.

Paired up with a rugged, part-time 4WD system and a five-speed manual transmission, the LandCruiser is quite labour-intensive. The manual gearbox is not the slickest, requiring a long shift action with each gear and the clutch pedal is heavier than your typical modern manual setup. But, it’s simple and feels like a truck. With the introduction of an automatic – only available with the 2.8L engine – the LC70 should appeal to a wider audience.

Driving

Out on the open road, the LandCruiser 70 Series is rough around the edges. The live-axle front and rear suspension setup, tuned for off-road prowess, is not that refined or comfortable on bumpy surfaces.

However, it's a compromise that most LC buyers are willing to make. Because this kind of setup offers excellent off-road performance and is great for carrying heavy loads or towing heavy trailers.

The LandCruiser 70 is rated at the maximum 3500kg braked towing limit, and the gross combination mass is 6900kg for the single-cab model. So that means you’re left with 1225kg of payload and passengers after subtracting the 2175kg kerb weight, excluding the tow bar. The dual-cab version is similar but offers a lower GCM of 6800kg due to its heavier kerb weight.

These figures are among the most favourable in the industry, which is what makes the 70 Series so popular with motorists who need to tow or haul heavy things regularly. It easily overshadows popular utes such as the Ford Ranger, which does not leave much left-over GCM capacity after hitching up a heavy trailer.

Off the beaten path, it’s like a fish in water, tackling rocky terrain, muddy trails, and river crossings with ease. The tried-and-true ladder-frame chassis provides a solid foundation, and the four-wheel-drive system with a low-range transfer case means this beast can go just about anywhere.

Approach and departure angles are generous (33 degrees and 27 degrees for the ute), and with 235mm of ground clearance, you'll rarely find a challenge too tough. There’s also locking front and rear differentials, so, even if you scrub out, the tank-like tractive force pulls it through like it’s being towed from ahead.

The LandCruiser's legendary reliability and durability mean you should be able to keep going where others may falter, too. It's like a trusty Aussie mate you can always count on.

Around town this isn't a relaxing vehicle to drive. Sure, the lazy V8 chugs along at lower speeds just fine, but the crude steering and lack of suspension absorption mean it's not the most comfortable in this environment. The longish-ratio steering also requires plenty of effort in tight situations.

Safety

In recent years, Toyota has taken steps to improve the safety of the LandCruiser 70 Series. While it still lacks some of the advanced safety features you might find in more urban-oriented utes and SUVs, it now comes equipped with airbags, autonomous emergency braking, stability control, and hill-start assist as standard.

The 70 Series has been rated five stars by ANCAP, in the past. But if it were to be tested under the current standards it would not pass. It doesn’t come with a centre airbag and doesn’t feature some active safety assist technologies.

For the 2024 model Toyota is introducing road-sign recognition, lane-departure warning, and hill descent control. Full specs are yet to be confirmed at this point, but judging by the officila press images, the new model appears to have provisions for adaptive cruise control – although it is unlikely to be included on the manual transmission models.

Price

Owning a LandCruiser 70 Series comes at a price. The 2023 model starts at around $73,000 for the base WorkMate single-cab chassis, and prices climb significantly as you move up to the GXL grade and starting adding doors. Toyota offers a single- and dual-cab chassis ute, a wagon, and a troop-carrier wagon.

At the time of writing, the resale value appears to be extraordinarily high, with sellers wanting more than the retail price for used examples. That’s something worth considering because it might be possible to own one for a few years, use it for what it is intended for, and then claim a big chunk of that initial cost back during sale.

All LandCruiser 70 models are offered with capped-price servicing, at $425 per service for up to three years or 60,000 kms, whichever comes first.

Conclusion

In a world where SUVs are getting softer and more car-like every day, the 2023 Toyota LandCruiser 70 Series stands tall as a rugged, no-nonsense workhorse. It's the kind of vehicle that can take you to places you've never been, tackle challenges you've never faced, and tow stuff safer than some of the pretend workhorses that are out there.

Sure, it might be rough around the edges on the road, but that's not where it belongs. This is a 4x4 that thrives off the road and in hard-working environments, in the heart of the Australian outback, for example.

There are plenty of more refined, safer, more affordable, and nicer-to-drive alternatives out there. But if you need a proper work-focused vehicle that can endure plenty of hard yakka, this is worth considering.

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