Toyota Problems

The short answer seems to be no. Back then, Toyota required you to spend up big and buy the VX version of the Prado in order to get a height-adjustable driver’s seat. It seems a bit odd that this feature was not included on lesser Prados, but at least you could adjust the height of the steering column as some form of compensation.

Toyota Australia is on record as saying that the business case for the plug-in hybrid version of the RAV4 doesn’t stack up in Australia. And while we never say never, it doesn’t look like that model will arrive here any time soon. Instead, Toyota has expressed plans to sell the all-electric bZ4X cross-over which is RAV 4-sized here, following its Japanese launch which is slated for mid next year. That means the bZ4X could be in local showrooms by the end of next year, but it will only be as a purely electric vehicle and not a plug-in hybrid (or a hybrid of any sort).

But it would be worth taking a RAV 4 Hybrid for a test drive as this car is selling up a storm and for good reason. It’s a terrific vehicle and seems right on point as far as its target market goes. The fact that it’s only moderately more expensive than a conventionally powered RAV 4 is just icing on the cake.

It’s unlikely that Toyota Australia would introduce the Crown down under. That car is more or less a Japanese domestic-market vehicle and is considered too narrow for Australian (and North American) tastes. But plenty of Aussies have imported their own Toyota Crowns in recent years and, in fact, there are businesses in many locations devoted to importing these vehicles and selling them here. With that in mind, there’s less risk in buying an imported Crown than in owning some parallel (unofficial) imports because there’s a whole industry out there involved in parts and service for the model.

Perhaps another way to go would be to have the seats in your car re-padded to better suit your requirements. Maybe even a set of plush seat covers would provide the extra layer of comfort you’re after. If not, test drive the current-model Toyota Camry; it’s very Lexus-like in its refinement and comfort and, thanks to modern packaging, it’s huge inside. The hybrid version is excellent value and if more people test-drove the Camry, we reckon there’d be a few less SUVs sold.

When Toyota launched the facelifted HiLux late last year, much was made of the fact that consumer concerns had been noted and that the DPF problems experienced by many owners had been addressed. The problem is that until these new versions of the HiLux have done their share of kilometres, we won’t be in a position to know for sure whether Toyota has, indeed, cured the problem.

Meantime, it remains that unless your driving habits include a 30-minute drive at highway speeds every two or three weeks, a modern turbo-diesel with a DPF may not be the best choice. It is worth noting, though, that HiLuxes (and Prados and Fortuners) built after June 2018 have been fitted with a manual regeneration function for the DPF which means the driver can manually force a DPF burn-off without waiting for the car to do so itself. Toyota has also announced that the worst affected versions of the HiLux will now be covered by an extended, 10-year warranty on any DPF issues going forward. More information can be found here.

The stop-start function on modern cars works according to a variety of protocols. Fundamentally, if the car’s battery can cope with not having the engine running, then it will trigger the fuel-saving measure when the car is stationary. But, if the battery is low (you’ve recently been running in electric-only mode, for instance) or you have the car’s lights or air-conditioning switched on and the stereo blaring, then the car may decide that it needs to keep the engine running to keep those systems running. If that’s the case, the stop-start function will be over-ruled.

The problem you have is that the car was already nine months out of warranty when the problem was first noticed. Even though the pump did not require replacement right there and then, if a leak has started, then the pump is damaged or worn and will eventually need replacement. There’s also a distinct probability that the leak had started weeks before it was spotted by your service workshop, so it may have been even closer to the warranty period when the problem first occurred.

I’m with you on this one; 39,000km is not good enough for a modern car to begin to require major replacement parts like a water pump. Rather than go through your dealership, consider contacting Toyota Australia’s customer service division directly and stating your case. Interestingly, since 2019, Toyota has offered a five-year warranty on its new cars and perhaps, if you’ve been a repeat customer or always had your Kluger serviced at a Toyota dealership, then you might find Toyota will help out even to the extent of providing the pump for you to have installed at your expense. If you don’t ask, you won’t get.

Only two six-cylinder diesel options were available in the LandCruiser from 2000 onwards. The 100 Series used a 4.2-litre turbo-diesel six-cylinder (dubbed the 1HD-FTE) which has lots of performance and a great reputation for reliability and durability. The base-model version of the 100 Series (officially known as the 105 Series) used the non-turbocharged 4.2-litre six-cylinder diesel (the 1HZ) which is even more long-lived with many owners recording more that half-a-million kilometres without major issues. The catch is that the 1HZ with just 96kW of power and 285Nm of torque felt pretty underwhelming in the relatively heavy LandCruiser. The turbocharged 1HD-FTE, meanwhile, could muster up a more meaningful 151kW and 430Nm. Both those engine options ran until the end of the 100 Series which was eventually replaced by the 200 Series in 2007. At that point, the only diesel engine offered was the twin-turbo V8 diesel. Early examples of this engine gave some problems, but Toyota made running changes to improve that and the V8 Diesel is now also highly regarded.

If you find a good Datsun 720 ute, then go for it. Like most vehicles from the late '70s and '80s, they rust away.

Is it better than the contemporary HiLux? Probably not, judging from what Wheels magazine had to say in its August 1981 4x2 single-cab diesel comparison by esteemed road tester, Brian Woodward, featuring the HiLux against the Datsun 720, Ford Courier and Holden Rodeo:

"Datsun has radial tyres as standard but they don't do handling much good; ride is choppiest of the four. Bench seat makes best use of space but cabin is claustrophobic. Engine gives most power but is truck-like with plenty of diesel clatter. Column shift works well. Load space and access is good."

Of the HiLux: "Toyota feels most car-like, is quietest of four and has most practical gear ratios. But it doesn't set standards for suspension control. Cabin is light and airy. Engine gives HiLux best performance and economy. Dash controls are easy to use. Deck is as for others."

"None of the four is a worthwhile alternative to a car or a serious rival for the good old Aussie ute, but the Toyota comes close. It is the one we would choose..."

Wheels then went on to compare the same new 1981 HiLux against the Holden WB Kingswood 3300 ute, with the following conclusion:

"The Toyota has plenty of ground clearance, useful low gearing and fine economy – a very different picture to that of the Holden and one which gives the Japanese a clear advantage as a practical workhorse. But utes are not only workhorses – they may have to carry pigs in the back on Friday but on Saturday they are expected to be able to take the missus to the shops (this was 1981, remember, Ed.). And it's here that the Toyota falls down. It's too commercial."

That all said, we'd buy on condition. If you find a HiLux that's in better shape than the 720, we'd go for that. But as you said, the Datsun is a rarer thing, and a delightfully period piece of engineering in its own right.

We hope this contemporary perspective of the Datsun 720 and Toyota HiLux helps.

The cars that are going up in price at a, frankly, frightening rate are cars that appeal to enthusiast drivers out there. Older Holdens and Fords and anything with a performance bent to it seem to be falling into this category. But since you don’t seem too fussed about what you buy, you can still find really good cars for under $5000. I’d start by looking at things like Toyota Camrys from the 1990s. These are good, solid, dependable cars and can be had comfortably within your budget. They’re not the most exciting cars to drive, but provided you find one that hasn’t already been worked to death, it should go for years.

In Australia, this model Prado was available in GX, GXL, VX and Grande trim levels. There was a TX model for some markets globally, but if your car is a private import from elsewhere, then it’s an absolute crap-shoot trying to decipher its options and standard fitments.

With that in mind, if it is either a GX, GXL or VX, then it won’t have a button to control the rear ride height, because the only Australian-delivered 120-Series Prado to have this feature was the Grande. The reason your vehicle sits too high probably has more to do with a previous owner fitting heavier rear springs to account for fully-loaded touring or towing a decent sized trailer.