2007 Toyota Landcruiser Reviews

The growing popularity of SUVs has seen many of the breed dilute the off-road skill set to accommodate more civilised road manners -- but not this lot.Certainly less agricultural than their forebears, these three examples still have more than enough gumption to gallop down the Gunbarrel Highway or amble along the Oodnadatta Track.The phrase “King Off The Road'' has long been associated with the Toyota LandCruiser and there's nothing to suggest it's a royal fraud.The Japanese brand has built much of its reputation on the back of this beast -- wags will joke that if you want to get somewhere, take a Land Rover -- but if you want to get home again take a LandCruiser.The Toyota's debut was as a workhorse in the 1960s, covering rough ground around the Snowy Mountains Scheme, and its legend has grown from there. The throne is currently occupied by the 200 Series, updated in late 2009.The pricing was a reflection of the demand and Toyota was charging mid-$80,000 for the entry-level GXL wagon. But for towing a caravan, horse float or a boat, there wasn't much that could touch the Toyota's 3500kg braked towing capacity.New vehicle sales figures reflected that, with the LandCruiser regularly outselling Nissan's Patrol by two to one. The Patrol has a long heritage in Australia as well, stretching as far back as the LandCruiser.In 1962, geologist Reg Sprigg and family travelled across the Simpson Desert in a G60 Nissan Patrol, the first vehicle to complete the journey. The Patrol nameplate took hold in the 1980s and has been a part of the 4WD scene ever since.The brand just launched its new model -- with no sign of a diesel engine -- so we'd be inclined to look back to when it had a turbo diesel under its squared-off snout. A left-field choice in this segment is the Jeep Commander, a model that never took off in Australia but had seating for seven, turbo diesel power and the off-road cred that comes with a Jeep badge.There were petrol six- and eight-cylinder options but the 3.0-litre turbo diesel V6, teamed with a five-speed auto, had ample torque and a reasonable thirst. Not a stellar sales performer for the US brand, it fell victim to belt-tightening brought on by the GFC, but if you're not interested in a Japanese giant it might fit the bill.HOT TIPSCheck for signs of water intrusion and rust, as serious off-road expeditions gone awry (as well as recent floods) can have rusty consequences.Diesels are generally more frugal and a lot easier to feed in the Outback, where PULP and ULP can be in short supply.Check the fine print on the towing details, as some 4WDs make big boasts but fall over in the capacity details.2010 Toyota Landcruiser GXLEngine: 4.5-litre V8 turbo dieselTransmission: 6-speed automaticThirst: 10.3L/100kmCARSGUIDE SAYSThe 200 Series took Toyota's full-size diesel 4WD into the realm of the turbo diesel V8, which meant lots of torque, as well as genuine off-road ability and room for eight. Cloth trim, stability control, dual-zone climate control, six airbags and money-can't-buy heritage.2012 Nissan PatrolEngine: 3.0-litre 4-cyl turbo dieselTransmission: 4-speed automaticThirst: 11.8L/100CARSGUIDE SAYSLife in the shadows of more popular 4WDs has kept Patrol prices sharp. Three rows of seating, 17-inch alloys, cruise control, airconditioning and stability control are among the features in this full-size off-roader. It was much cheaper than the corresponding 'Cruiser when new and remains a cheaper proposition in the used market.2007 Jeep Commander XH WagonEngine: 3.0-litre V6 turbo dieselTransmission: 5-speed automaticThirst: 10.5L/100kmCARSGUIDE SAYSThe brand has long been known for building off-roaders -- its heritage dates from WWII. Jeep is not as adept at ergonomic interiors as the Japanese but the brand's charisma tends to offset niggles. A genuine seven-seater that will get off the beaten track when asked.

Toyota's LandCruiser is a genuine 4WD, not just a people mover dressed up to look tough, but which is nothing more than a car underneath that supposedly rugged body. Highly capable off-road, the big LandCruiser is a longtime favourite with those on the land, in the mines or wanting a hard working tow vehicle.Cruiser has seating for up to eight people, though it is best if the occupants of the rearmost, fold-down seats aren't over large. With all passenger seats in place luggage room becomes relatively restricted. Toyota LandCruiser is unashamedly a large vehicle and can be a real handful at times in tight suburban running, particularly in undercover carparks. It’s not only the size of the LandCruiser, but also its large turning circle, that can cause hassles. It has been improved over the years.But try one for yourself if you've never experienced the potential parking hassles. Despite this, quite a few are used as family wagons, thanks to the spacious cabin and big luggage area. The LandCruiser has been around for years, but really took off in the sales race with the introduction of the 80-Series in 1990. It was replaced in March 1998 by the 100-Series then the 200-Series arrived in November 2007.LandCruiser 200 is a major evolution of the 100 Series rather than a completely new model. Its styling is slightly softer than that of the 100, but its genuine 4WD capability remains under that smoother skin.The LandCruiser 70-Series workhorse and LandCruiser Prado share little in common with the 80, 100 and 200, so will be the subject of separate articles. The added refinement and comfort of the 80-Series compared with its truck-like ancestors made it easier to live with, but even the 80 is getting on in years now so be sure of its condition before handing over the folding stuff. The LandCruiser is relatively simple for the inexperienced owner to take into the bush. Naturally with all the usual provisos of preparation and driver knowledge that apply to all who drive in off-road conditions. Interestingly, the LandCruiser 100-Series reverted to part-time 4WD in its more basic models. Most engines on used LandCruisers are straight sixes, though V8s became more common in later years. The petrol unit was originally a somewhat ancient 4.0-litre six-cylinder unit that was thirsty and not particularly quick.A 4.5-litre, twin-cam, multi valve engine was installed in the topline models late in 1992 and subsequently spread to the rest of the petrol range. It’s a modern unit with tremendous torque and impressive smoothness. A petrol V8 of 4.7-litre capacity, as used in the Lexus LX470, was offered as an option in the LandCruiser 100-Series from 1998 until 2000. It's quite thirsty, but beautifully smooth and torquey.Later developments of that 4.7-litre V8 engine were used in the LandCruiser 200, with the latest being a 4.6-litre unit introduced early in 2012. A petrol V8 with 5.7 litres is also on offer in the LC200. Diesel sixes are relatively common on older 80-Series and came with displacements of 4.0 and 4.2 litres. From 1990 the 4.2 litre diesel used a single overhead camshaft and two valves per cylinder. In 1995 it received a four-valve cylinder head, though it still had a single camshaft. Much better is the 4.5-litre V8 turbo-diesel used in the LC200 – it's reasonably economical, smooth and provides plenty of grunt. The turbo-diesel V8s are big grunt powerplants, making them particularly suited to heavy-duty towing.Five-speed manual gearboxes are offered in some LandCruisers, but most later models use automatic transmissions, with four speeds in the 80 series. There are five forward speeds in the 100 series, and either five or six ratios in the LC200 depending on the model. The LandCruiser has plenty of underbonnet and under-vehicle space so the knowledgeable home mechanic can do a lot of their own repairs. There are Toyota dealers in all areas of Australia, thanks to the company arguably having the most widespread of all networks.Servicing and spare parts are generally reasonably priced, though some parts cost a lot more than they should. Remember that these are heavy-duty, commercially-oriented vehicles so even things like tyres can cost considerably more than they do for a passenger car. Insurance is unlikely to cause real hassles as the working nature of the vehicle means most companies have favourable experiences with the vehicle, letting them keep prices relatively low.WHAT TO LOOK FORLandCruisers that have had severe off-road use – and plenty have – will probably have underbody, door-sill and bumper corner damage. Even those which have only had gentle use away from sealed roads are likely to have scratches in the paint on the doors.Look for dust in the cabin and boot. This may be caused by windows-down driving, but could also mean leaks around the door seals. Maybe even a twisted chassis due to off-road damage and/or a crash.Be wary of the engine’s condition if it has done harsh off-road driving and/or heavy-duty towing. Engines are generally long lasting but watch for a smoking exhaust when the engine is under load that may indicate it is near the end of its life. An oil light that’s slow to go out when the engine is started is another indication of engine wear. Manual gearboxes on older models are relatively heavy, even when new. The 100 Series and 200 Series are better than the older units. Crunching during downchanges to second and first gears is usually the first sign of problems. Transfer boxes are often stiff in operation even when they are working correctly. Be wary of one that’s too tight as they can be expensive to repair.Check for signs of salty sand as it can cause real rust troubles. Look for rust in the floor, especially if the Cruiser has had a lot of beach use. Have a professional inspector follow up your initial examination as a hard used example could cost big bucks to be put back together again.CAR BUYING TIPWhile we usually think of off-road use being tough on 4WDs, life in the suburbs with a mob of rough kids beating up the back area isn’t all that easy either. 

The Toyota LandCruiser is the biggest and, in some people's minds, simply the best four-wheel drive vehicle there is. Toyota's big 'Cruiser has long been the benchmark when it comes to four-wheel drives, and while it has been challenged in recent times it remains the leader of the off-road pack.Other four-wheel drives offer more comfort, more refinement and more fruit, but few, if any, outperform it once the black top stops.The LandCruiser built its reputation for toughness way back in the 1950s when it showed what it could do working on the Snowy Mountains Scheme, and remains the car by which all others are measured when it comes to toughness.But in today's world toughness isn't enough for many owners who also want their share of creature comforts in their four-wheel drives. Toyota attempted to address those wants when it launched the 200 in 2007.MODEL WATCHThere was plenty that was new with the 200, it was bigger, stronger, more fuel efficient, roomier and more refined, but at the same time it still promised the traditional 'Cruiser off-road toughness that had made it the benchmark in the class.The LandCruiser has always stood alone with its own no-fuss tough-as-nails look, but the 200 had a softer look with a smoother shape that cut through the air with greater efficiency. It was also bigger than the 100 Series it replaced, being longer and wider, with a much roomier cabin.Inside it had three rows of seats, able to seat eight adults, with more room in each row for greater comfort. For such a big, tough wagon the 200 Series was surprisingly quiet and comfortable on the road. But it remained true to its tough roots with its old-fashioned truck-style design with a body perched atop a separate frame, although the suspension was by coil springs front and back.Toyota offered two engines in the LandCruiser, an updated 4.7-litre DOHC petrol V8 and a twin-turbo 4.5-litre diesel V8. When on full song the V8 produced 202 kW at 5400 revs and 410 Nm, while diesel produced 195 kW at 3400 revs and 650 Nm from 1600 to 2600 revs. The V8 was linked to a five-speed auto, the diesel to a six-speed auto, both with full-time four-wheel drive.There were three models in the range, beginning with the GXL entry model, the VX and the fully-equipped Sahara.IN THE SHOPGenerally the 200 Series is robust and reliable as Toyotas mostly are, but owners have complained about the problems of engaging sixth gear on diesel autos. Sixth gear wouldn't engage below the highway speed limit, which made it rather ineffective on local highways. Toyota developed a software fix and many vehicles were updated, but it's possible some owners never found out about the revision and didn't have their cars reworked. It's worth driving the vehicle on the highway at around 100 km/h to observe if sixth is being engaged or not.Being the tough off-roader it is you should expect vehicles to have been used offroad, so check for damage sustained in the bush and watch for a lack of proper maintenance.IN A CRASHMass is a big part of the LandCruiser's safety equation, and there's no doubt about its massive size, but it also boasts a host of current safety features from active electronics to an impressive array of front, side and curtain airbags.UNDER THE PUMPCarsguide reader Brian Holland's twin-turbo V8 diesel 'Cruiser has averaged 14.18 L/100 km over the 50,000 km he's done since buying it in 2008. When tested by Cars Guide the twin-turbo V8 diesel 'Cruiser averaged a little better returning 13.2 L/100 km. Toyota claimed the diesel would return 10.3 L/100 km and the petrol V8 14.5 L/100 km.OWNER'S SAYBrian Holland has done 50,000 km in his 2008 twin turbo diesel LandCruiser 200, including some "serious" offroading and the only breakage he's had in that time is a broken shock absorber. His complaints are that you can't engage sixth gear at a legal speed, but says Toyota has installed a software modification that allows him to activate it manually, it was using oil, but has improved since Toyota replaced the vacuum pump, and dust entry is a problem.He also reckons that for a car costing $80,000-plus it doesn't have enough fruit. There's no trip computer, no drivers seat height adjustment, no radio controls on steering wheel, no rear power outlet etc. But having said all of that, he says the 'Cruiser is by far and away the best four-wheel drive he has ever owned. As a keen four-wheel driver he says it is simply brilliant off road.LOOK FORBig and beefySupreme offroad capabilitySurprisingly smooth on roadSafe and secure handlingDiesel gruntRoomy cabinTown-friendly looksSixth gear engagement.THE BOTTOM LINEBigger than ever, but still the best in the bush.

This time around, Toyota's famed Cruiser series has eschewed the workhorse machines and started the four-wheel drive wagon range with the V8 petrol-engined GXL.That's made the entry level that bit higher in price, a bit more packed with gear and technology.It has also placed the 200 Series firmly in the premium SUV category, both in pricing and features.So while in the bush or on the beach it is hard to go past a LandCruiser's ability. There are some European marques offering some dirt track ability with a premium badge outside and luxury fittings inside.And if, having won Lotto, a family was setting off around Australia without concern about travelling budgets, the 200 Series LandCruiser would be the choice of vehicle.The Toyota is a big wagon not out of place in fancy digs nor bush camps, a comfortable rig for long highway hauls or exploring the roughest of country.There is the added benefit of understanding there should be a Toyota dealer or service point in just about every town from Brisbane to Bullamakanka.(And the nice folk at Toyota have given this new LandCruiser a fixed schedule at $180 each for the six standard services over the first three years or 60,000km.That doesn't quite take the sting out of the purchase price, especially that $10,000 premium for the V8 diesel engine, but it is a nice gesture to keep Toyota buyers coming back to Toyota service centres.)So climb aboard the all-new Cruiser and there's an air of familiarity.There is the all-new body but it does not stray too far from Toyota's current style DNA; it looks like a LandCruiser with hints of an overgrown RAV4 or Kluger.It is a big vehicle, 60mm longer and 30mm wider than before.And that size is noticed around the town and in the car park, particularly after a steady diet in recent times of new SUV offerings from the likes of BMW.The Cruiser body, though more aerodynamically efficient than its predecessor, fills out to the wagon's four corners where the Europeans have a little more swoop and curve.The Cruiser's 17-inch alloys look a little short-changed, which may add to the perception the Cruiser's is a big body.And so the 200 Series Cruiser's bulk is noticed in the traffic. It is quite manoeuvrable in tight spots but needs a little extra road room than some.With the GXL now the entry level model there is a wealth of cabin do-dads for comfort and convenience and safety.There is the keyless entry and engine start, trip computer, the extra two seats out back, leather upholstery, dual zone air conditioning and a quality stereo system. (Now it may be a bit sissy, but with all these buttons and dials why no audio controls on the steering wheel?)There is a deal of gear in here, decent instruments and a high and mighty drive position, aided by electric adjustments for the two front seats. There is a good deal of interior space (130mm more cabin length than before) and, as usual, fit and finish is to a decent standard. VX and Sahara models score a busload of airbags; front, side, knee, curtain and second seat.The 200 Series is quite refined for a large wagon that's eminently capable of tackling the worst of conditions.Here the V8 petrol engine is well muted, the five-speed auto transmission quick (and quite adaptive to driving styles).A long highway run, with light load, saw consumption at 14.3 litres/100km. Around town, that edged closer to 16 litres/100km.The VX petrol Cruiser weighs in at 2.6 tonne. As good as the new suspension is, this weight cannot always be disguised.The ride is soft, sometimes it feels too soft at suburban speeds with the smallest hint of wallow. Likewise on tighter turns; at street or highway speeds; there is a touch of body roll and steering response would appear a little slow.So it takes a little adjustment but soon enough the Cruiser fits like a (big) glove and there is always plenty of grip from the four-wheel drive, aided in VX and Sahara models by vehicle stability control and traction control.Switch off the VSC for attacking sand tracks and the petrol Cruiser loafs through deep and soft drifts, the V8 working away, transmission slurring through its shifts.Switch on the crawl control button for attacking nasty off-road inclines and descents in low range. This feature regulates engine responses and braking system to keep vehicle speed steady (there are three speed settings). This is much appreciated as it allows a driver to concentrate on the line of attack, feet off the throttle and brake pedals.It is a very comfortable, comforting machine in the real tough stuff, a big and comfortable wagon for touring tar or dirt roads with the family in safety.The 200 Series is a better riding, more advanced machine than the 100 Series wagon that came before. It is packed with technology and a load of comfort features. It remains one of the world's best four-wheel drives for serious off-road work, it remains a robust tow vehicle.But at these new prices there is now competition for the LandCruiser as a town taxi from some of those European machines and from cheaper, less-frills four-wheel drives (such as Toyota's own 70 Series wagon) for off-road work. 

The hulking Toyota LandCruiser has topped the off-road food chain for longer than most people can remember and, despite all sorts of threats from new rivals, rising fuel prices and its impact on the environment, there is no sign of it becoming extinct.With the arrival of the all-new 200 Series LandCruiser, it is even bigger.A waiting list in Australia is filled with people who want to get their hands on the big new truck.They want the extra space, the new 4.4-litre turbodiesel V8, the eight-seat cabin, up to 10 airbags, locally developed KDSS suspension and the promise of improved economy in the diesel and petrol engines in the 200 Series.They are not worried about a starting price of $69,990, or a weight blown out to nearly 2.7 tonnes, and Toyota says there are few plans to take their new Cruiser on the daily school run.“The reality is that people now use a LandCruiser for its intended purpose; serious off-road and Outback work or heavy towing,” Toyota Australia product planning chief Doug Soden says.He denies they are just suburban buses for cashed-up mums, and highlights a change in family buying patterns in the past five years.“This is a niche model. Essentially, people who used to use LandCruisers for suburban work are now buying a Kluger,” he says.Even so, some people will groan at the sight of the 200 LandCruiser parked in their local shopping centre, instead of out tackling a desert dune.So, is the LandCruiser out of step in 2007? A dinosaur?“Not really. We try to have a product to meet every buyers's need. The marketplace will decide when its time is past,” Toyota Australia, sales and marketing chief Dave Buttner says.What the customers will get is a Cruiser that still has its traditional body-on-frame design, with two V8 engine choices; a six-speed auto for the diesel and five-speed auto for the petrol; and permanent 4WD.Toyota is emphasising the new diesel, which has 30 per cent more power, 50 per cent more torque, and 6.3 per cent improved economy to a claimed 10.3 litres for 100km.The body is stronger, the suspension improved with the Kinetic Dynamic Suspension System; there is 130mm of extra space inside and the drag co-efficient is down to a respectable 0.36.The latest LandCruiser will tow up to 3500kg, using a towbar integrated with the chassis.But it still looks like a Cruiser, despite a shorter bonnet made possible by the compact V8s, the rework of the cabin and the finer details of the design.Only three models are planned for this year and beyond; after the basic truck, with barn-style back doors was dropped. The GXL opens the action ahead of the VX and Sahara.All three have 17-inch alloy wheels, automatic airconditioning, six airbags, stability control, traction control, a rear spoiler, sub-tank for fuel, power windows and six-speaker sound system. The petrol model gets the KDSS suspension.The VX picks up front knee airbags and side airbags for the second-row seats, privacy glass, and leather trim, and the flagship Sahara gets a reversing camera, satnav, four-zone airconditioning and more.Soden says the biggest technology improvement is the suspension system, developed by Kinetic in Western Australia.“This system basically means no compromise, with huge wheel travel without roll on the road,” he says.“It also helps on-road, by taking up the smaller bumps.”And he defends the size of the 200 Series.“People say they are hulking big 4WDs, but it is the height and the way they look. The LandCruiser is still shorter than a BF Falcon.”Toyota Australia sales chief Dave Buttner believes the new Cruiser could reach record sales of more than 1000 a month. On the roadThe 200 Series LandCruiser is, as to be expected, a marvellous package of engineering, design and technology.This Toyota wagon is 60mm longer and 30mm wider than its predecessor. The style, with higher beltline, is family-familiar and from some angles looks like a big RAV4.The only small question here may be that strange protrusion sitting out on the side of the headlights, looking a little vulnerable to off-road damage.Otherwise the new body, new chassis and the V8 engines (shorter than in-line sixes) allow for an extra 130mm in cabin space without too much extra bulk.The driver still sits high and comfortable, fronting a busy, though legible, dashboard and controls.All models have six airbags; front, side and curtain. VX and Sahara models score knee bags for the front two occupants and side airbags for two in the second row of seats; Saharas have a reversing camera, others are pre-wired.All three trim levels; GXL, VX and Sahara have keyless starts; carry the fob, press the stop-start button. All have the usual comfort and convenience pieces, from airconditioning to electric windows and decent stereo systems.Most of these are givens in an expensive four-wheel-drive, through to navigation systems for the Sahara.The LandCruiser 200's strengths lie with its mechanical and electronic technologies offering more refinement on and off the road. The wagons steer, ride and handle better than before although there is no mistaking the vehicle's bulk when it arrives at a tighter turn. On the road this brings a little body roll, off-road in sloppy conditions it can lead to some understeer into the scenery.Front suspension is all-independent, coil sprung. The rear is four-link, coil-sprung and the result offers excellent ride control and comfort.The 4.7 litre petrol V8, matched here with five-speed automatic transmission, is smooth, quick and quiet through to its 202kW at 5400rpm. There is also a handy 410Nm of torque from 3400rpm.Among innovations for petrol Cruisers is Crawl Control, a system that uses throttle and wheel speed sensors plus ABS to counter a petrol engine's tendency to run away, sometimes surge, in rough conditions.There are three speeds up to 10km/h. While downhill control is similar to that experienced with other systems, Toyota's Crawl Control is something of a marvel when climbing ugly hills; the driver takes feet off brake and throttle pedals and just steers as the system controls engine output and braking to a uniform speed.The diesel V8, churning out 195kW and 650Nm of torque from 1600rpm, arrives with a six-speed sequential gearbox and downhill assist. Toyota claims an average 10.3 litres per 100km, compared with 14.5 litres per 100km for the petrol V8, both said to better previous six-cylinder engines.All six new Cruisers run constant four-wheel-drive, traction control and vehicle stability control; the latter now with an annoying beep-beep-beeping alarm as well as instrument warning lights.Innovation means a more comfortable and more comforting LandCruiser wagon for serious off-roading and touring. It also means more dollars and a move further from the hose-out, knock-around LandCruisers of yesterday. Snapshot Toyota LandCruiser 200 SeriesPrice: from $69,990On sale: NowModels: GXL, VX, SaharaBody: Five-door station wagonEngines: 4.4-litre turbodiesel V8, 4.6-litre petrol V8Power: 195kW at 3400 revs, 202kW at 5400 revs (petrol)Torque: 650Nm at 1600-2600 revs, 410Nm at 3400 revs (petrol)Transmission: Six-speed auto, five-speed auto (petrol); constant four-wheel drive.Safety: Front-side airbags (up to 10 in Sahara), stability control, anti-skid brakes, crawl control (petrol models)Economy: 10.3 litres/100km (diesel), 14.5 litres/100km (petrol) Do you think the 200 Series will turn into a typical rich mum's car?  

Barely 15 minutes into a two-hour cruise on the East Alligator River, and the reason there have been so many deaths over the years became apparent. Three European tourists decided to play Russian roulette by wading across the water at Cahills Crossing, water teeming with large saltwater crocodiles.The Aboriginal boat operator, a keeper of the land in the tourist-ridden spiritual area of the Northern Territory, was mortified. This is the location that has claimed plenty of cars, the odd truck and more than a few lives; including a fisherman who had his head torn off by a croc which leapt from murky water.The three senior travellers survived, (this instance of foolishness at least) because a driver in a 4WD Toyota HiLux making the short crossing from Kakadu to Arnhem Land stopped and politely put the fear of God into them.Earlier we had driven the 200km from Darwin along the Arnhem Highway in the new Toyota LandCruiser 70 Series wagon, taking in the scrubby landscape which transforms into jagged prehistoric-looking rocky topography the deeper you trek into the pristine reaches of the Kakadu National Park. Sandstone escarpments provide a magnificent sentinel to Arnhem Land near Ubirr, which stretches beyond a wetland area that is NT's own Garden of Eden.The country is alive with paper bark trees, pandanus palms, spear grass and sedges, while flowering water lilies thrive in the wetlands.There are constant outbreaks of spot fires near and around the main arterial roads, thankfully not sparked by ignorant smokers flicking butts, but by landholders regularly managing the environment themselves. Burning patches of land, lit generally around mid-afternoon in the cooler months, prevent catastrophic fires raging out of control. The fire slows as the temperature drops in the evening and is put out by the morning dew. The 70 Series tripped around Kakadu for a couple of days, seating three in comfort with loads of luggage space in the rear.This wagon variant of the long-serving 70 Series troop carrier and cab chassis is a first, joining the Cruiser model which was revised a few months ago. Among the changes are the switch to a more environmentally friendly 4.5-litre turbo diesel V8 that meets Euro 4 emissions standards. When parked next to the 11-seat troopy, it's not hard to see where the wagon's roots lay, with the revised leaf-spring rear suspension and squared-off wheel guards.This wagon does a good job of blending recreational offroader and serious working truck. It drew more than a few comments from inquisitive 4WD owners around the well-worn sights, such as the vast Mamukala wetlands, 7km from the meandering South Alligator River.Kicking up a trail of dust along rutted dirt tracks the 70 Series was at home as it trucked through areas full of buffalo, wallaby, magpie geese and clouds of white cockatoos. There is reasonable comfort in the cabin, although three adults on the rear bench seat can be a squeeze, particularly on a tour like this.You won't find any of the plush trappings of the hot-selling Euro SUVs. Although the 70 Series wagon has a CD player with MP3 capability, there are no airbags. The dash is largely as it has been over the generations and features squared-off hard edges and exposed screws in the trim.It retains a rather agricultural edge but that is the market it plays up to.This truck pulls and pulls. You can sneak away almost from a standstill in third gear and it won't protest, which supports the figure of 430Nm of torque being available from a measly 1200rpm.From the first fill on this northern adventure we squeezed about 550km of use from the 90-litre tank. Diesel at Kakadu was $1.45 and the 70 Series wagon was guzzling about 16.4litres/100km with about 113km done in short bursts around Darwin and the remainder at 130km/h on the signposted limit on the Arnhem highway.There are sizeable approach and departure angles and a huge 230mm worth of ground clearance to tackle serious terrain. There is some more power-assisted steering at low speeds dialled into this wagon.This high-standing truck picks up a lot of breeze when the air is moving on the open road and as the laws of physics dictate, the 70 Series can wander off trajectory. Off the beaten track, it can tackle any task with two-speed transfer case, manual front hubs and limited slip differential.It is an honest truck that delivers no false promises and does not pretend to cosset passengers in any degree of luxury.

Step into the cabin of Toyota's latest LandCruiser and it's like opening the door to a time machine: the latest 70 series is a serious workhorse and its maker doesn't apologise for its utilitarian design.There's plenty of 1980s-looking plastic, old-fashioned dials and controls and painted metal, and although there are some comforts (a CD player with MP3 capability and air conditioning), there aren't air bags or anti-lock brakes.The wagon's big appeal is its toughness and go-anywhere ability. It also showcases Toyota's spanking new turbo diesel V8. It's a real gem with plenty of grunt and, thankfully, doesn't have the penalty of excessively high fuel thirst.Its mechanicals are from the “tried and trusted school of engineering” rigid live axles, manual hubs to engage the front wheels, manual mirrors, high-rise snorkel for deep creek crossings and leaf springs for the rear suspension — terrific for loads but body jarring when unladen. In short, it feels bullet-proof.The new old-looking Cruiser was launched in Australia in March and so far has won widespread acclaim from testers. That has flowed on to strong customer interest, with Hobart dealer CoOp Motors reporting about 20 outstanding orders, which won't be filled until August because of demand. Most of those orders are from farmers and tradies for the ute-chassis version, although this latest Cruiser comes in three variants with a choice of two specification grades (Workmate and GLX).The cab-chassis and stretched 11-seat Troop Carrier carry over but Toyota has added a five-seat wagon to fill the gap left by the discontinued entry-level 100 series wagon; it's ideal for farming families or logging contractors who need to get a crew of three or four to bush sites.The difference between the no-nonsense Workmate and the plusher GLX is the latter gets cloth instead of vinyl trim, more chrome, front door armrests, bigger wheel flares, power-operated radio aerial, alloy wheels, carpet, power windows, fog lamps and central locking.The built-like-a-block styling (Toyota says it expresses strength) looks unchanged but everything is new from the A-pillar forward. The Cruiser's footprint is wider than before to improve handling and ride.Prices start at $53,990 for the Workmate cab-chassis and wagon, which is up 2.8 per cent on the old six-cylinder models. Troopy prices start at $59,990, while the dearest model is the GLX version of the Troop Carrier at $61,490.If you want air conditioning it's $2640 more for all models; dif locks, worth considering, add $2735. If you don't need the rear seats in the Troopy Workmate, the price drops by $1100 and you can choose not to have the secondary fuel tank on the Workmate to save again.The new 4.5-litre clean-burning, common-rail V8 diesel with turbocharging and intercooler is used across the range. It has 430Nm of torque available from 1200rpm to 3200rpm, making it wonderfully flexible. Power is a modest 151kW at 3400rpm. This engine, with even more grunt, will be used in the coming 200 series Cruiser. On the road You'd think a big boxy, diesel-powered off-roader with big-tread tyres would be a pig of a thing on the highway but it's far from it, although the 'Cruiser would be even better if it had an overdrive sixth gear instead of the five-speed manual box for more relaxed cruising.As it is, it pulls 2200rpm at 110km/h, with bucketloads of torque in reserve when needed. Expect some understeer and body roll, which come with the design. The recirculating ball and nut steering is well weighted and makes the wagon easy to drive, although there is occasional kickback through the wheel at crawling speeds when it comes to tackling the rough stuff.Point it up steep hills and it takes it all in its stride without a whimper, its ability limited by the tyre's tread pattern. Steep downhill runs can be a bit tricky if you don't have dif locks engaged.The cabin is surprisingly comfortable but the sometimes odd, scattergun approach to the layout of controls takes time to get familiar with, and the audio system sounds awful.The big surprise was fuel consumption. You'd expect a big, heavy wagon to cost an arm and a leg (perhaps both legs) to keep on the road but Toyota claims an average of 11.5 to 11.9L/100km, depending on the model. That gives it a theoretical range of about 1500km on dual tanks. I couldn't match that but certainly a fuel return of under 13L/100km is easily achievable for normal city and highway use. Off-road, however, is another story. 

"Who needs a sports car when you've got one of these?" It's not a phrase you'd expect to hear from a passenger in a Toyota LandCruiser Troop Carrier. And it is also less likely to be heard when the said vehicle is diesel powered.But it was said... although we cannot say with confidence that the enthused passenger - obviously excited by real-life handling and performance expelled from this gawky beast - has a great deal of authority when it comes to recommending cars.We will leave it that he is a good mate and a good photographer - responsible for the pictures of the Toyota Troopy which carried us into the South Australian countryside on a 800km-plus road test.The comment was even stranger considering the new 70-Series Troop Carrier is the first car in the CARSguide garage for quite a while that comes without airbags or ABS brakes. In fact, the Troopy is very much a rough-and-ready beast with a new turbodiesel V8.It growls, rumbles and even sounds a little like it's got a cold - the standard snorkel breathes near the top of the driver's door and it has a rattly breath with every gear change. Not that there needs to be that many.The Troopy has arrived with the turbodiesel V8 that it will eventually share with the 200 Series LandCruiser (albeit with more grunt). In this guise, it offers 151kW of power at a guttural and amusing 3400rpm, and a useful and even more amusing 430Nm of torque at just 1200rpm.The diesel V8 roars with gusto but can also dribble along on the ample torque.It can dribble for a long way, as well. With a 180-litre tank it uses, a claimed 11.9 litres of diesel for every 100km travelled, means it could cover more than 1500 country kilometres.The features list includes tilt-only power steering, manual mirrors (another novelty), variable intermittent windscreen wipers and front power windows (the rest slide horizontally).There's cloth trim and a bit of in-cabin storage, including square-shaped central cup holders, ideal for holding iced coffee cartons.Also in the relatively sparce cabin is a CD-equipped, four-speaker sound system which can generally make itself heard above the din, but airconditioning appears on the options list.It is practical, more than glitzy and, again, not a vehicle you would say is befitting of the silly off-the-cuff sports car comment.So, what prompted that comment from my offsider?It was most likely the 2115mm high Troopy's road-sticking ability at a decent clip which gave him the initial thought, followed by the fact he was not flung all over the place while using his laptop while trying to meet a deadline.For such a large beast, with a 235mm ground clearance, the new Troopy behaves pretty well on the open bitumen - even with its big, knobbly off-road tyres on 16in steel wheels creating plenty of noise on our coarse roads.The 70-Series LandCruiser Troopy weighs in at 2335kg and behaves itself on the open road with a decent load in the back.But where this big fella is going to shine most is in the off-road stakes, where the pizza-cutter rubber, tough suspension and ground clearance come into play. With the optional diff locks topping off a drivetrain that oozes off-road cred, the big two-door wagon will saunter through rough stuff unfazed.Wet, slippery forest tracks can be traversed with gusto and the Troopy has surprising agility for a wagon 2.1m in height.But it was a muddy farm track that brought the diff locks into play. Slithering along the trail, made even more entertaining by recent heavy rain, diff locks and low range were engaged just to be sure.The big wagon sauntered through the mud with only a couple of slithers and repeat journeys with progressively fewer features locked in didn't halt the progress - it just made it more amusing for the driver.For $60,000, it's a big chunk of change for such a spartan machine, but if you need to go everywhere and be certain of the return trip, there aren't many better vehicles to pick.

It has its fair share of old fashions — outside, inside and underneath.There's that square-jawed body style, a bit like a tourist jeepney bus to Penang. There's a most workmanlike, straight-lined interior. There's manual free-wheeling hubs up front and leaf springs out the back.But the LandCruiser's 70 Series wagon will sell on substantial substance.Anyhow, the style argument should be secondary for a go-anywhere, any-weather machine. Jeep's four-door Wrangler wagon has a no-nonsense body and the forthcoming Hummer H3 also harks back to the days when four-wheel drives were serious machines for (mostly) serious adventurers.This is the first wagon variant of the 70 Series for Australia; until now the range was limited to cab/chassis ute and Troop Carrier. As with that pair, this four-door version is a workhorse first, recreational machine second. Part of its job is to replace the discontinued base LandCruiser 100 Series wagon.This four-door 70 Series starts at $53,990 for the Workmate and there's a fancier GXL at $57,490. Utes start at $53,990 and the Troop Carrier at $59,990.(Airconditioning is a $2640 option, the only other option is differential locks.)The five-seater LC76 wagon sits on a 2730mm wheelbase, compared with 2980mm for the LC78 Troop Carrier and 3180mm for the LC79 cab/chassis. All run a standard four-wheel-drive system with two-speed transfer case working through the two rigid, live axles, a five-speed manual gearbox, recirculating ball and nut steering plus 16-inch wheels.Best of the deal is the engine used across the range — a 4.5-litre, turbocharged and intercooled diesel V8.Modern turbocharged diesels are great engines, quieter and more flexible than ever.The appeal is tripled with a V8. Not only is there that deep rumbling sound, there is extra torque for all sorts of jobs, city or country.Here this common rail diesel motor produces 430Nm of torque from 1200 to 3200rpm, enough to rattle recalcitrant stumps. Power is 151Kw at 3400rpm.Toyota reckon this engine allows for marginally better fuel consumption (and fewer emissions) than the two outgoing straight six-cylinder diesels, naturally aspirated or turbocharged.Fitting the V8 has helped dictate changes to the 70 Series machines' style, all-new from the windscreen forward. The LandCruisers' track is wider so there's a new bonnet, new front guards, headlights, grille and bumper plus a wide bonnet bulge for air to the intercooler.There is also a standard snorkel and on GXL models, along with some chrome touches, there's a little fancy guard flaring to accommodate the wider alloy wheels on GXL versions.Changes inside are limited to a CD player with MP3 capability for all models and repositioning of the airconditioner blower. Otherwise this is pretty much back-to-the-future with traditional dashboard, instruments and controls that date back a decade or so. It is old school but, as usual with Toyota, bolted down right and tight.There are no airbags but GXLs score carpet, remote locking and power windows. There is also decent accommodation with good headroom throughout and a full-size rear luggage compartment; the spare wheel sits on the outside of the bigger of two barn doors at the rear.So there are no real surprises climbing up into a GXL 70 Series wagon.Maybe the seat's a bit high for taller drivers and maybe the gearshift here on this one was a bit notchy, maybe the stereo speakers are a bit tinny but for the most this is all familiar Toyota territory.That V8 fires up with a polite throb, sounds like it means business from the outset with a mini-Kenworth attitude. With all that torque arriving pretty early (and peak power not far behind) a driver can run through the five gearbox ratios smartly, with care not to have the rear tyres protesting from a too-smart take-off.For the V8 does not need a big dose of revs to keep moving and can sound a little perturbed when run hard through to the 4500rpm redline.Better to short-shift and let all that torque do the work. This is handy around the town, down the highway and out in the scrub for once rolling, the diesel is quite flexible.Over a mixed week of work, from suburbs to scrub, the 70 Series wagon returned just over 12 litres for 100 kilometres.In the bush the Cruiser's engine and gearing gives the driver a tonne of confidence — whether facing a steep, scrabbling climb, walking over creek boulders or pointed down a steep descent. (This one had front and rear differential locks, a $2735 option, but given this wagon's innate off-road abilities those locks would be for real serious work.)This is a machine which inspires confidence, a go-anywhere machine that will tackle the worst of terrain without concerns about body panel or personal damage.Good ground clearance, excellent engine and transmission, square body corners and basic, easy-to-understand controls mean a driver can get on with the job of driving without wondering about the worth of fancy electronic aids.There are compromises. Back on the road the Toyota 70 Series wagon is not as sweet as fancier SUVs. The ride height accentuates a bit of body roll and understeer, the rear leaf springs are not as smooth riding as a 100 Series set-up.It is more trucklike than carlike. But that's the trade-off for a four-wheel-drive wagon that delivers no-nonsense four-wheel-drive ability — with the bonus of that smart V8 diesel.The 70 Series wagon will not appeal to many of the new crowd of SUV buyers. For the traditionalists and those really needing to get places, this LandCruiser has substantial appeal.

These days the 70 is something of a dinosaur, but it has a loyal following among buyers who prefer simplicity to sophistication.Toyota makes rare changes to the hard-working 70 Series, which is one of the most enduring models on the motoring landscape.This year, change was forced by new emission rules.It prompted other changes, most importantly a new V8 turbo-diesel engine. It also got an MP3-compatible CD sound system and better power steering.Toyota says the job of re-engineering the front end to be compatible with airbags was too big and expensive to justify considering the limited market for the 70 Series, which dates to the 1970s.Toyota Australia reportedly fought hard with head office to have the 70 updated -- Australia is one of the few countries that persists with it. The arguments were obviously effective because Toyota has shoehorned a new 4.5-litre V8 common-rail turbo-diesel into the front of the 70 Series to bring it into line with the latest emission rules.As the V8 is wider than the outgoing six, it meant a rework of the front end and a new look.The new engine is Euro 4 compliant, has double overhead camshafts, four valves a cylinder, and a variable nozzle turbocharger with an air-to-air intercooler. It puts out 151kW at 3400 revs and has a remarkably flat torque curve that peaks with 430Nm at 1200 revs and holds it until 3200 revs.That's almost 24 per cent more power and a touch more than 13 per cent more torque than the outgoing turbo-diesel six. Even better, Toyota says fuel consumption is better.A five-speed manual overdrive gearbox processes the extra grunt, sending it through a two-speed transfer box to either the rear wheels or, when selected, all four. Front hubs are manually set, there is a limited-slip rear diff as standard, and optional front and rear diff locks can be added for better off-road traction.The power steering has more assistance at low speed. The interior looks much as it always has, but there's been some work done to make it more habitable.Toyota has expanded the range to eight models and a new four-door wagon replaces the entry-level, live-axle 100 Series.In addition to the new wagon there are the familiar 70 Series cab-chassis and two-door Troop Carrier body styles, with Workmate, GX and GXL specification levels.On the road, the 70 Series drives like it belongs in four-wheel-drive country. It gets the job done and feels safe and secure, but its on-road manners are dulled by its bias towards the bush.The ride is comfortable enough over smooth surfaces. Off road, it is in its element, there's plenty of wheel articulation and, with low-ratio four-wheel drive and optional diff locks if needed, there are few places it couldn't go.After mechanical reliability, towing is the most valued attribute of the 70 Series, according to Toyota research, which finds that more than 70 per cent of owners will make use of its 3500kg towing capacity at least once a month.To drive a piece of history you will pay $53,490, which gets you aboard an entry-level Workmate cab-chassis, but for the range-topping Troop Carrier GXL you will have to stump up $61,490.