Future-proofing the Toyota LandCruiser 70 Series

TOYOTA has launched its contentious four-cylinder LandCruiser 70 Series in Australia, the model offering an automatic transmission for the first time in almost 30 years, alongside incremental safety and technology updates aimed at keeping the 39-year-old model relevant.

 

Orders for the V8-powered LC70 range remain suspended, however the 4.5-litre option will remain ‘available’ once production catches up with demand sometime during 2024.

 

In an interview with GoAuto, Toyota Australia senior manager of vehicle evaluations and regulations Ray Mundayrevealed why Toyota decided against the 1VD-series 4.5-litre V8 and six-speed automatic pairing, how the 300 Series’ V6 was deemed too expensive, and whether the durability changes made to the 1GD-series 2.8-litre ‘four’ will be rolled-out to other models in the Toyota range.

 

According to Mr Munday, the dual engine offering – each with its own transmission – is part of a broader strategy that aims to keep the aging but still immensely popular LandCruiser 70 Series relevant, while simultaneously continuing to provide the high-level durability and reliability targets set internally at Toyota HQ.

 

“Some of the changes are because of the physical orientation (of the driveline) in the vehicle, but some of them are because the standards that are required to be a LandCruiser are of a higher level (than the HiLux or Prado),” Mr Munday told GoAuto.

 

“The base 1GD is a very strong engine, but to meet our internal requirements, some changes were made.

 

“These might be studied for future applications, such as in meeting the requirements of a HiLux or Prado, but the development targets for LandCruiser are higher, and that is why some of these extra parts were required.”

 

When asked if recent enhancements to the 1GD-series engine – found in the Toyota HiAce, HiLux and LandCruiser Prado locally – including increased torque and mild-hybrid assistance were considered for the LandCruiser 70 Series, Mr Munday said timing and cost restrictions were an important consideration for a model that sells in limited numbers globally.

 

“The amount of time required to validate a vehicle like this (LandCruiser 70 Series) – the development cycle including understanding the customer, developing a product, then validating a product – take quite a lot of time to achieve,” he explained.

 

“At the time the LC70 was being developed, those options were not ready. Of course, we can always look to what is available in the future.

 

“In the case of the 550Nm offering, that would have required a fairly significant re-validation program, because in putting out more power and torque you’re obviously putting stresses on other driveline components and so forth that would need to be re-validated for durability and reliability.”

 

Mr Munday Toyota’s decision to use the six-speed automatic transmission found in the HiLux rather than that of the old LandCruiser 200 Series in the ‘70’ shared the same basis.

 

Despite its compatibility with the identical engine – and with conversions already made successfully by aftermarket outfits across the country – the six-speed unit was deemed impractical for application in the LandCruiser 70 Series, owing primarily to the expensive floorpan and mounting modifications required.

 

“It was considered and studied as an alternative, and the transmission does bolt up. But in the 70 Series it’s a shoehorn fit and there is a lot more work required to make it work than you might first realise,” he detailed.

 

“To meet the proper durability standards there were considerations such as body clearance and body mounts that were required to meet that durability targets, and that meant it was a much bigger job.

 

“So, the focus became getting this powertrain (the 1GD-series engine and six-speed automatic) ready to go.”

 

When asked whether the 3.3-litre ‘VA’ series (F33A-FTV) engine offered in the current-generation LandCruiser 300 Series was considered for the 70 Series, Mr Munday again said cost and packaging issues had ruled the option out.

 

“Packaging is an issue, but it is also quite a high-cost engine, which meant the 1GD-series engine was judged to offer the best balance,” he said.

 

Whether Toyota’s welded-on V8 customers share the importer’s enthusiasm for the four-pot LandCruiser is a point that remains to be seen.

 

A Toyota mandated embargo means GoAuto cannot its report driving impressions of the vehicle until later in December.

 

After initially denying the existence of a four-cylinder 70 Series, Toyota Australia vice president of sales, marketing and franchise operations Sean Hanley now says there is little compromise in outright performance or capability in offering the four-cylinder alternative.

 

“For decades, the 70 Series has been the vehicle of choice for the farming, mining and agricultural sectors, as well as a favourite of off-roading and overlanding enthusiasts,” he said.

 

“The introduction of the new powertrain will not only broaden the appeal of the 70 Series range to more customers, but helps reduce weight, improve payload, and reduce fuel consumption compared with the V8, delivering on customer demands.

 

“It gives our customers the power of choice between the torque-rich four-cylinder automatic and the tried-and-true manual V8 across all four 70 Series body styles, providing a wide range of alternatives for buyers.”

 

The Toyota LandCruiser 70 Series four-cylinder range is now available to order.

 

2024 Toyota LandCruiser engine specifications*:

 

	1VD-FTV (V8)	1GD-FTV (I4)	F33A-FTV (V6)
cc	4461cc	2755cc	3345cc
kW	151 @ 3400rpm	150 @ 3400rpm	227 @ 4000rpm
Nm	430 @ 1200-3200rpm	500 @ 1600-2800rpm	700 @ 1600-2600rpm

 

*LandCruiser 70 and 300 Series detailed, LandCruiser Prado features 1GD-FTV engine.