Rugged: Very little has been done to the exterior of the updated LandCruiser 70 Series
It looks old-school, yes, keen observation there. It feels old-school, too, to a large extent. And that is the point.
Here’s the thing, the Toyota LandCruiser 70 Series challenges the status quo to such an extent it polarises opinions: you love it or you don’t — there’s no middle ground.
While many take a shine to iconic off-roaders, a large chunk of buyers in this specialist segment demand the modern bells, whistles, and electronic-overload versions of them.
Think of the new Land Rover Defender, or the shouty but still massively capable Merc G-Class. Even the Jeep Wrangler, while keeping true to its classic shape, has more electronic aids than you’d ever need.
If you want off-roading ability, and modernity, that is set on the Toyota badge, the Land Cruiser 300 is the SUV for you. But it is not quite as timeless as the 70 Series …
Toyota’s Land Cruiser 70 Series is not just a vehicle for those loyal to the badge, it’s a lifestyle tool that has the appeal of immeasurable quality.
Part of its general coolness is the heritage that stems from the Korean War, when it was built as a utility vehicle for the allied forces. It’s a little-known tale with a start similar to that of the Willys Jeep.
Cue the Toyota BJ of 1953, which was field-tested on Mount Fuji, in Japan, and the more widely renowned FJ which is nearly priceless to avid collectors.
The point is that Toyota has incrementally improved on the more utilitarian LC 70 Series’s capability, instead of adding listicles of features and creature comforts that look and feel out of place when the replacement rolls around.
The interior is the perfect setting to describe this point. The steering wheel, which also does duty in the Fortuner, but without niceties such as volume control, is new.
The gear selector (all test units of both the double cab and station wagon were automatics, but more on this later) has been compartmentalised within its unit to better differentiate it from the transfer box selector.
The traction control, 2nd gear start and power haul buttons have been grouped together on the lower section of the centre dashboard, while the button-operated infotainment screen has been replaced with a colour, full-touchscreen version.
Beside the addition of two USB-C ports on the station wagon version, that’s the long and short of the interior updates. Other than that, the dashboard has remained nearly identical to the pre-updated model.
The door handles are still reminiscent of a 1980s Cressida, there are still manual door locks, while the 1980s-design horizontal toggles for operating the air conditioner’s functions are still present.
Even the seats are still those characteristic soft fabric ones (the VX Toyota Land Cruiser 70 Series gets full leather upholstery when it launches). Why? Simply put, it works.
Toyota has concentrated on boosting its capability rather than adding electronic features and creature comforts.
With a Land Cruiser 76 or 79, there’s a certain expectation of rugged functionality and, on that front, it delivers.
Essentially, it boils down to a lower chance of anything breaking, especially when traversing the terrain the LC 70 Series often calls home.
The exterior updates are also on the conservative side, the most obvious being to the front end, which has once again been redesigned to pay homage to the headlight and grille grouping of the FJ40.
Meanwhile, the bumper and indicators are fully independent to enable easy repair and, in the case of the bumper, easier customisation.
Also, the Toyota elliptical badge has been replaced with lettering, while the LC 70’s fenders are now black instead of body colour.
Also prominent from the sides are the wheels, which are dressed in metallic grey, while the bonnet has received a bulged design to accommodate the new 2.8-litre turbodiesel engine, which, for those who live and breathe Land Cruiser, is a big deal.
While the consensus is, “Why not sooner?” Toyota has made the sensible decision to add the 2.8 GD-6 powertrain to its 70 Cruiser to supplement the existing 4.0-litre V6 petrol, 4.2-litre diesel, and 4.5-litre V8 diesel engines.
The 2.8-litre turbodiesel will only be offered with a 6-speed automatic gearbox but the on-paper figures make an excellent case for this engine configuration. It produces 150kW, which is 1kW less than the 4.5-litre V8, while trumping it on the torque sheet with 500Nm, totalling 70Nm more than the V8.
Then there’s also the obvious fuel consumption benefit.
Since the old-school disposition of the LC 70 doesn’t allow for a fuel consumption readout, I’d estimate it to take relative sips compared to the bigger-capacity oil burners, averaging around 10.5l/100km.
This is based on more than 700km of driving, including a day of off-roading and idling for the sake of the air conditioning, which left the 130-litre tank’s needle hovering between a quarter and half.
And the drive? I’ll just say Toyota nailed the brief of perfectly, marrying its fantastic 2.8-litre turbodiesel to what can only be described as an old platform.
Other than that, the Land Cruiser 70 retains its familiar driving characteristics with the slow-ratio steering that requires constant corrective input at speed, that high and commanding driving position and the familiar judder on the double cab stemming from the highly strung suspension set-up on the rear axle.
The 76 station wagon, on the other hand, is notably better composed at the rear but that is to be expected.
The 6-speed auto does exactly what it’s supposed to, without hesitation, whether cruising or overtaking.
Off-road, it still requires upper body strength to engage 4-high or 4-low with the stubby transfer box selector but it’s worth the effort because, as is the Land Cruiser way, it’s practically unstoppable.
Yes, it has the turning circle of an 18-wheeler, but if you don’t mind a forwards-backwards-forwards approach to navigating tight off-road sections, the 70 is guaranteed to slap a silly smile on your face.
And that, in my view, is the appeal of Toyota’s Land Cruiser 70 Series. It’s practical, yes. It’s imposing, and it’s an all-involving driving experience, but it’s that innate ability to make you feel like a Jack-of-the-bushveld type that manages to capture so many signatures on paper.
That, and the fact that it will still be going strong 50 years from now, makes it absolutely irresistible.
That incredible resale value retention helps too, especially since I think it’s safe to say that, with the 2.8 GD-6 strapped inside, its value will mushroom.
Who cares that the most modern feature is all-round electric windows? It’s a Land Cruiser 70 Series, after all, and that is all that really matters.
PRICING:
• Toyota LC79 single cab 2.8 GD-6 auto: R917 100
• Toyota LC79 double cab 2.8 GD-6 auto: R1 009 000
• Toyota LC76 station wagon 2.8 GD-6 auto: R999 000
• Toyota LC76 station wagon VX 2.8 GD-6 auto: Price TBC