Farizon Supervan vs Toyota Landcruiser 70 Series

What's the difference?

You’d think Farizon would be onto a winner given it has created a van with cool looks and the packaging benefits that come with a dedicated EV architecture. However, the SuperVan left a sour taste in my mouth.

There are good bones here, but Farizon has a long way to go with fixing the electric motor whine and safety systems.

It’s great the company is aware of the SuperVan’s shortcomings and is currently working on software updates, but it begs the question, why wasn’t it good in the first place?

It looks like a house brick, it drives like a busted truck, it has less safety gear than a go-kart and fewer standard features than a shopping cart, yet there’s still so much to like about the 2026 Toyota LandCruiser 76 Series.

It’s fun to drive (if you know what to expect), it’s highly functional (for the job-site or camp-site) and one of the best 4WDs straight out of the showroom. And in GXL guise it makes a lot of sense as a work wagon or a touring vehicle.

Sure, Toyota pushes the boundaries of brand loyalty – consistently doing the bare minimum to keep buyers coming back for more – but in the case of the 76, I don’t mind that because this is one of the old-school 4WDs that should always be available.

This electric van makes a fantastic first impression with its design. It’s futuristic and stands out on the road.

I haven’t driven a car that gets this much attention in a fair while, which is wild given this is a delivery van and traditionally they’re some of the dullest vehicles out there in terms of design.

What makes the SuperVan stand out the most is the variety of colours it comes in. Sure, you can get standard white if you want, but there’s also grey, green and blue. Our tester is finished in the latter which looks cool and modern.

The front continues the futuristic theme with a bright LED lighting signature for the headlights. They’re connected by an LED light strip, as well as an illuminated Farizon badge.

Given this van is electric, it doesn’t need a large, traditional grille to keep an engine cool. Instead there’s a small slotted opening at the bottom of the front bumper to cool the electric motor and high-voltage battery. It’s cool Farizon has made this van obviously look electric with this cue.

Beyond the stylish aero covers for the 16-inch steel wheels, there really isn’t much to talk about in terms of side profile design. It’s very slab-sided which is a classic van look.

It also leans into the trope that vans are essentially boxes on wheels. This is no bad thing because at the end of the day, a van is a work vehicle that’s meant to maximise hauling potential.

At the rear, this version of the SuperVan with the ‘Low Roof’ body style is perfectly square. It looks a little funny, but again this is a work-oriented vehicle that’s the opposite of a mullet - business at the back, party at the front.

Inside, Farizon has made a big attempt to make this electric van look luxurious and contemporary. Having synthetic leather seats is a luxury that many vans don’t have, along with the big digital instrument cluster and touchscreen multimedia system.

I’m a fan of the orange highlights around the cabin as they break up the monotonous black finishes.

Once you sit in the cabin, however, the commercial roots do begin to show. Virtually every surface is rock-hard plastic, which in a way is good because it means it’ll be hard-wearing in the long run.

The 76 Series is boxy and blocky at 4910mm long (with a 2730mm wheelbase), 1870mm wide and 1940mm high. It has a listed kerb weight of 2300kg.

This is a straight-up-and-down 4WD wagon whose hard edges have been somewhat softened through the most recent significant upgrade.

The cabin retains its spacious but spartan look and feel. Function wins out over form here.

The five seats sport a hard-wearing grey cloth trim which fits in nicely with the 76 Series’ spirit of utility.

While good looks can get you so far, cabin practicality is where things are a little mixed for the SuperVan.

The driver’s seat is generally comfortable, offering a decent amount of support and a centre armrest, but the driving position is heavily compromised.

The worst offender are the pedals as they’re mounted so high that I need to take my foot off the floor to press them. Then the steering wheel only offers tilt adjustment and not reach.

As a result I need to have the seat pushed further back than I’d like to make sure I can press the pedals without making my right ankle hurt in stop-start traffic. Then even with the backrest virtually upright I still need to have arms extended almost fully to reach the wheel.

It’s not the kind of place I’d like to spend a considerable amount of time, which is disappointing because many people who drive this van will likely spend hours behind the wheel at a time.

Thankfully both seats offer both heating and ventilation, which is rather luxurious.

Ahead of the driver, the steering wheel is wrapped in buttery soft synthetic leather, like the seats, and is nice to hold. I appreciate the amount of physical buttons on it. They’re all clearly marked and easy to click.

The steering wheel is also heated and gets hot super quickly. There’s only one setting – on or off.

The digital instrument cluster looks flashy and has a range of informative pages you can cycle through. One even displays a vehicle weight page which is great if you’re unsure if you’re close to the gross vehicle mass (GVM).

Moving across, the touchscreen infotainment system looks glossy and high-definition, but there’s not much to do on it. This also means it’s hard to get lost and even if you do there are shortcut buttons on the right-hand side of the screen.

As standard there’s wireless Apple CarPlay connectivity which is great if you’ve got an iPhone, but terrible if you have an Android phone. This car has no Android Auto support whatsoever.

It’s great to see a continued use of physical switchgear around the cabin for things like the drive modes, regenerative braking settings and most notably the climate control settings. The latter are big and chunky, meaning they’re hard to miss.

In terms of storage up front, it’s fairly mediocre beyond big door pockets. There’s a slide out drawer with two cupholders and another small storage section, as well as another small storage drawer and a glovebox.

Around the side you'll find one of this van's most unique features. When you open up the passenger side front door and slide open the side cargo door, you’ll see this van doesn’t have a B-pillar. There’s only a plastic partition between the passenger and cargo areas.

As a result, the seatbelt for the passenger is mounted on the door. This feels a bit weird in the passenger seat because the seatbelt cuts across more than usual and doesn’t rest on your shoulder.

The SuperVan only comes with a single sliding door. You can’t opt for one on the driver’s side in Australia which is a little disappointing from an ease-of-use standpoint.

At the back there are rear barn doors that have stops at 90 degrees and 180 degrees, before opening all the way up to 270 degrees. This is great because you’ll be able to put whatever is on a forklift into the cargo area.

Speaking of the cargo area, it’s massive. This SWB Low Roof version measures in at 2690mm long, 1795mm wide and 1440mm tall. This equals 6.95 cubic metres, which is considerably more than any similarly sized van, whether that be diesel or electric.

It’s another major benefit of this van being built on a dedicated electric vehicle architecture, rather than a combustion platform that needs to take drivetrain and exhaust components into account.

Payload is 1300kg which is fairly standard for mid-size electric vans.

I like how low the load lip is at the back. This means you don’t have to lift things too high in order to get them in the cargo area.

In terms of amenities there are some lights, tie-down points, as well as three powerpoints for vehicle-to-load (V2L) support at up to 3.3kW. Disappointingly the latter didn’t work in our tester no matter how hard I tried…

Surprisingly under the cargo area is a full-size spare wheel. This is incredibly rare for an EV, especially one that’s all about maximising cargo capacity. It’s great peace of mind if you do long-distance travelling.

The 76 cabin is practicality maximus, albeit with a basic interior that feels like it was delivered here from the 1970s by a disco-ball-equipped time machine.

It is unashamedly purpose-built for work and in GXL guise this five-seat wagon is well-suited to job-site duties and/or touring life.

The cabin layout has a nice familiarity about it and it’s an easy space in which to quickly become comfortable.

All controls are easy to locate and operate – dials or buttons as per most Toyota cabins – and the 76 Series has a new multimedia screen. But it’s nothing to get excited about. It’s too small, too dark and it’s difficult to operate. So, that’s a fail.

The cabin is roomy, however, even if storage spaces are few and far between and some of them are small or awkwardly shaped or both.

There are two outboard cupholders, a narrow centre console bin, a cupholder and narrow smartphone spot to the left of the gear stick and door pockets. There is also a shallow shelf for something below the front passenger's outboard air vent.

It's a spartan interior, but as plain as it all is, it fits in with the 70 Series ethos of being functional.

Cloth seat and door trim retain that rough-and-ready feel the model is renowned for and there are expanses of hard plastic surfaces everywhere to endure whatever work and life can throw at them.

The carpet floor in our test vehicle was topped with rubber mats.

Storage spaces up front include a glove box, centre console with lid, dual cupholders between the driver and front passenger, pop-out outboard cupholders and door pockets big enough for a water bottle.

Rear-seat passengers each get a seatback map pocket… and that’s about it.

Front seats are as comfortable as you’d expect in a 76 Series, offering adequate rather than exceptional levels of support and comfort, and the rear seats are squeezy for adults, so better left to children.

Payload is listed as 1210kg and the expansive squared-off rear cargo area could probably cop most of that weighty burden. That space can be expanded to fit even more work or camping equipment if you tumble-fold the 60/40 split second-row forward.

Access to the rear is via the 60/40-split barn-type tailgate.

As a reference, the Ineos Grenadier Trialmaster offers very comfortable Recaro seats at the front, as well as slightly more space and comfort in its second row and more amenities throughout its cabin (as well as quirky touches, such as aircraft-style switchgear and the like).

The 2026 Toyota LandCruiser 76 Series in GXL trim, with a 2.8-litre, four-cylinder, turbo-diesel engine, five-speed manual gearbox and diff locks as standard costs $77,800 (RRP).

As tested, this five-seat vehicle costs $79,293.10 (RRP) because it has an EBC brake kit (module) ($242.50, RRP, estimated fitted), wiring kit, brake controller (harness, $394.95 RRP, estimated fitted) and a towbar ($855.65 RRP, estimated fitted)

Standard features include a 6.7-inch multimedia touchscreen system (with Bluetooth as well as wired Apple CarPlay and Android Auto), AEB, cruise control (not adaptive), a reversing camera, lane departure alert, speed sign recognition, hill-start assist, power-operated wing mirrors and 16-inch alloy wheels.

Exterior paint choices include 'French Vanilla', 'Graphite', 'Merlot Red', 'Silver Pearl', 'Eclipse Black', 'Midnight Blue', and 'Sandy Taupe', which is on our test vehicle.

For reference, the 76’s closest rival, the Ineos Grenadier Trailmaster (with a 3.0-litre six-cylinder turbo-diesel engine), offers much more in terms of standard features onboard but has a starting price around the $120,000 mark, before on-road costs. A Ford Everest Tremor 4WD 3.0 V6 diesel auto costs around $76,590, BOC, and easily tops the 76 in terms of features and refinement and a Nissan Patrol Warrior (with a 5.6-litre petrol V8 engine) has a price-tag of $110,660, BOC, and also easily tops the 76 for features, refinement and all-round driveability.

All versions of the Farizon SuperVan in Australia are powered by a single, front-mounted electric motor that produces 170kW and 336Nm.

This is fed by an 83kWh lithium iron phosphate (LFP) battery which is sourced from Chinese battery producer CATL.

Farizon doesn’t quote an official 0-100km/h time, though it claims the top speed is 135km/h.

This 76 Series GXL has a 2.8-litre, four-cylinder, turbo-diesel engine producing 150kW from 3200–3400rpm and 450Nm from 2400–3000rpm and a five-speed manual gearbox.

It has part-time four-wheel drive and auto-locking hubs, and this GXL variant has locking front and rear diffs as standard.

Claimed range for the SuperVan depends on the body configuration, but it’s up to 376km according to WLTP testing for the SWB Low Roof body style.

The battery pack can be DC fast-charged at rates up to 140kW, which would see the battery charge from 20 to 80 per cent in 36 minutes.

The battery pack can also be AC charged at rates up to 11kW, which would see the battery charge from 15 to 100 per cent in seven hours.

The SuperVan also offers vehicle-to-load through Australian domestic household plugs at up to 3.3kW of continuous power. This allows you to use the van’s battery pack to power appliances, tools, or other emergency backup systems.

Farizon doesn’t quote an official energy consumption figure for the SuperVan, but during my unladen testing I saw an average of 23.5kWh/100km, which would give a theoretical range of 350km. This would likely drop with a heavier load onboard.

Official combined cycle (urban/extra-urban) fuel consumption is listed as 9.6L/100km.

Fuel consumption on my test was 11.4L/100km and that was recorded after a variety of driving (suburbs, highway, back roads and bush tracks) with a full day of 4WDing thrown into the mix.

The 76 Series uses diesel and has a 130-litre fuel tank. Driving range is 1354km (based on the official fuel-use figure) and 1140km (based on my fuel-use figure on test).

Driving this van is punishing. It’s quite unlike any other modern van I’ve experienced as they can be fun to drive. This SuperVan, however, leaves me feeling like a lot of the elements need finessing.

First up there’s the electric motor. It makes a decent amount of power and easily gets this big box on wheels moving. In Sport mode the front wheels can get overwhelmed if you’re not careful.

However, this van has an incredibly loud electric motor whine. It builds as you gain speed, then once you reach your desired speed it hovers at an annoying high pitch. Some extra sound deadening would likely help.

Additionally, there’s a pedestrian warning sound that plays under 25km/h, as well as a beeping tone when reversing. While this is common for EVs, this one feels like it’s louder on the inside rather than the outside. This somewhat defeats the purpose.

There are three levels of regenerative braking as standard and all of them require you to use the brake pedal to come to a complete stop. This means there’s no one-pedal driving mode.

With all the settings the regen braking is either completely on or off. There’s no in between which creates a thrashy feeling in the cabin, especially when travelling down a hill and you’re trying to coast along without activating regen braking too much. As a result, I like the weakest regen setting the most.

Surprisingly the interaction between the regenerative braking and the traditional friction brakes is rather seamless. Even the brake pedal feels relatively normal, compared to a regular combustion vehicle, which is sometimes uncommon for EVs.

As standard there’s an electric power steering system which, unlike some other new Chinese vehicles, feels like it’s actually connected to the wheels. While you can tell the steering is electrically assisted, you can still feel what the wheels are doing.

Thanks to the dedicated electric architecture, the turning circle is surprisingly good for such a large vehicle. It measures in at 12.2 metres kerb-to-kerb.

Like many commercial vans, the SuperVan has a double wishbone independent front and a rear leaf spring suspension setup. This typically prioritises cargo-carrying ability rather than on-road comfort.

When unladen the SuperVan’s suspension is incredibly jittery and harsh. You can feel every single bump in the road and crossing a speed bump makes me grit my teeth. It doesn’t help that the tyres need to be pumped up high. As standard the rear tyres need to be pumped up to 61psi.

With some added weight onboard the SuperVan’s suspension does settle, but it’s still quite choppy. We didn’t get a chance to test this vehicle at the full GVM, but it would be interesting to see whether the rear springs get a little more compliant then. Range would likely plummet though.

In terms of visibility, you sit up high in the cabin and there’s a large windscreen. These are both big ticks. It also helps there are large side windows and side mirrors that make seeing kerbs easier.

Like many vans however, over-the-shoulder checks aren’t possible in the SuperVan as there are no rear windows, plus seeing out the back through the tiny envelope is virtually impossible.

Thankfully there are front and rear parking sensors as standard, as well as a surround-view camera that has good quality but a choppy camera feed. Having the standard sensors and camera system is great while doing tricky parking manoeuvres.

Lastly, let’s talk about the chimes… They are some of the loudest and most incessant I have ever experienced in a new car. They’re so loud that they honestly scared me at first.

There are a variety of different tones for all the different safety systems. One that grates the most are the intelligent speed limit assist which bongs each time it detects a new speed limit, then again if the system thinks you’re travelling over that limit. It’s particularly annoying because it picks up 40km/h school zones even when it’s not school zone times.

Another chime plays for the driver monitoring system when it can’t detect your eyes. This is annoying if you want to wear sunglasses while driving.

You can turn off these settings in a menu on the touchscreen, but they all default back to on when you restart the car.

Other loud bongs play when you change the drive mode, the regenerative braking setting, even when you turn on the adaptive cruise control. You just can’t escape it.

It’s a lot of fun, but be prepared to drop any expectations of comfort and safety and simply enjoy the all-in experience of driving a vehicle that steers around like an old school mini-bus and exhibits the ride and handling characteristics of a sugar-cane harvester.

From the massive throw of the big gear stick and old-armchair-like cloth seats to the low-key rumble of the turbo-diesel engine and commanding driving position, spending any drive time in the LC76 is a shedload of fun.

This is not an insubstantial wagon and it’s unwieldy on suburban back streets and parked-in city lanes, especially if you're used to driving zippy urban-friendly SUVs.

When you drive it, the 76 feels tall and narrow, but it still somehow feels well planted on the road, unless you're driving over-energetically, and you soon get used to its lumbering attitude.

Visibility is impressive all-around and that turbo-diesel offers ample responsiveness when you need it to, Unfortunately, it doesn’t have the deep rumble of the ol’ V8 but it’s pleasing, nonetheless.

Steering is truck-vague, there is body-roll when you pitch it into sharper corners and the brake-pedal action is spongy, rather than direct.

The five-speed manual gearbox is well matched to this four-cylinder engine and with the taller fifth gear sorted out a few years back the LC76 overtakes with ease and is an easy drive on open roads. Though Toyota has fine-tuned the gearbox to better suit this engine, I wouldn't mind another gear in this thing.

The 76 is noisy because it's a tall, boxy wagon that monsters its way through the air as opposed to slipping smoothly through it like a 4WD ninja. And there's wind-rush around this 76's big wing mirrors and its chunky snorkel (mounted on the driver-side A-pillar in our test vehicle).

It always feels like a window's open or a door's not shut properly in the 76 because this wagon is as draughty as an old house. But those quirks are part of this wagon’s charm and I don’t mind them, at all.

Anyway, to the off-road bit.

This is a purpose-built 4WD wagon and it remains as brutally effective off-road as it's ever been.

As standard, the 76 has part-time four-wheel drive and auto-locking hubs. And in GXL guise it has locking front and rear diffs as standard.

Off-road angles are 33 degrees approach and 23 degrees departure, as well as 290mm of listed ground clearance and a 700mm wading depth, which all check out.

Its suspension set-up – coil springs at the front, leaf springs at the rear – yields a comfortable ride over poorly maintained back roads and corrugated gravel tracks.

Low-range gearing is great and there's plenty of torque available at low revs and the 76’s 4WD set-up offers impressive flexibility when you're in low-range 4WD.

The 76 also has front and rear diff locks (dial-operated from the driver seat and standard on the GXL), as well as driver-assist tech, such as hill-start assist, to call upon.

The 76 has live axles front and rear and wheel travel is decent, so you're generally able to stretch a tyre to the dirt for more traction.

It’s worth noting the 76's wheel tracks are still set at different widths from front to rear – 1555mm wide at the front (because of the line-up's now discontinued V8 engine and large radiator) and 1460mm wide at the rear – but that’s of little consequence in general daily driving or even 4WDing.

This 4WD rides on bush-friendly 16-inch alloys, shod with light-truck construction Dunlop Grandtrek AT1 (265/70R16 115R). Good size rubber and there’s a full-size spare as back-up.

Unbraked towing capacity is listed as 750kg while braked trailer capacity is 3500kg. The 76 Series has a gross vehicle mass (GVM) of 3510kg and a gross combined mass (GCM) of 7010kg.

For reference, the Ineos Grenadier offers a GVM of 3550kg and a GCM of 7000kg, so it’s a close weight race with the 76.

In terms of ANCAP safety ratings, the 2026 Toyota LandCruiser 76 Series 2.8L is unrated.

Standard safety gear onboard includes two airbags (one each for the driver and front-seat passenger), as well as driver-assist tech such as autonomous emergency braking (AEB, including pedestrian detection and daytime cyclist protection), cruise control (it’s not adaptive though), traffic sign recognition, lane-departure warning (overly sensitive and beeping annoying but minus intervention), automatic high-beam headlights (now LED), hill descent control and a reversing camera.

But it’s missing blind-spot alert, rear cross-traffic alert and driver attention warning.

In contrast, even though the Grenadier is not overloaded with safety gear and driver-assist tech it does have six airbags, reversing camera, rear parking sensors, a tyre pressure monitoring system and front parking sensors. But, again, the Grenadier costs more than the 76.

The Farizon SuperVan is covered by a five-year, 200,000km warranty, while the high-voltage battery pack is covered for eight years or 200,000km.

There’s also five years of complimentary roadside assistance.

Logbook servicing is required every 12 months or 30,000km, which is relatively standard for commercial vehicles.

The first five services are capped and all up cost $2730. This averages out to around $550 per service, which is a little on the expensive side for an EV. However, diesel vans can be much more expensive to maintain in the long-term.

Farizon currently doesn’t have a dealer network in Australia and only sells vehicles in Queensland through its website. The company is working on setting up a dealer network in the coming months and is prioritising the eastern seaboard.

The 2026 76 Series is covered by a five-year/unlimited km warranty.

Service intervals are scheduled for every six months/10,000km (whichever occurs soonest) and it has to be said that those intervals are short compared to other vehicles.

Cost per service for the LC70 is $545 for five years or 100,000km (up to the first 10 services) for a total cost of $5450.

For reference, Ineos offers a five-year/unlimited km warranty for the Grenadier, with servicing scheduled at 12-month/15,000km intervals at a total approximate cost of $4626.