Is this a facelifted 1990s Prado? 2024 Toyota LandCruiser 76 Wagon really have something to offer?
Introduced in 2007, the 76 Series has proven to be a strong seller for Toyota despite its many shortcomings, including its simple and utilitarian styling – essentially, you get very little in return. in terms of technology, comfort and modernisation, although I was surprised to see electric windows, cupholders and a digital central display on the current model.
Add in the fact that the LandCruiser 76 has narrower rear wheel tracks, a hideous design leftover from the first V8 model, when Toyota had to widen the front end to accommodate the wider engine (1VD-FTV), but still uncare. to expand the rear.
It has created such stability problems that many aftermarket suppliers offer kits to fix the problem. Yet Toyota continues to ignore the issue and requests from consumers and do nothing about it for more than 16 years – but concerns about ‘nothing being able to be done’ and the car This goes back even further!
Have you ever seen an original Prado? These vehicles, known throughout Southeast Asia as the LandCruiser II, were solid off-road vehicles and remain valuable assets today, quite popular in places like Malaysia, where demand The terrain camping bridge in the forest is very large.
Launched in 1990, the original Prado – a four-door version of the original two-door 70 Series, introduced in 1984, designed to take over the formidable 40 Series – remained largely unchanged for 36 years. years and you will never be lost. was questioned for glancing at a 1990 LandCruiser II and thinking ‘there will be a 2024 76 Series!’
On the road, the Cruiser is comfortable enough to move around with ease. To some, that’s no big deal, but you need to remember that the 76 Series V8 is only available as a manual, which rules out most Millennial drivers! The interior is bland, outdated, and offers nothing more than simple function over form. It didn’t win any design awards and it was a ‘naked’ driving experience.
Electric windows are a big bonus, as are a couple of cupholders and a relatively small digital screen in the center of the dashboard that, again, is simply the bare minimum. Other than that, there’s really nothing more to say than what you might expect from a car built in the 1980s.
With that said, the 76 is actually a refined version with mostly upgraded brakes, coil-over front end and of course the legendary (although these days even it is under threat). ). But beyond that, what do you really get for your money and how much better does it actually perform?
Topographic
The LandCruiser 76 Series (also known as the LC76 or 76 Cruiser) is a part-time 4WD vehicle.
Behind the five-speed transmission is the standard HF1A transfer case, which, other than coming with a more modern electric motor for shifting gears, really has no other function than the equivalent transfer case of any LandCruiser out there. born in the 1970s or 1980s.
As a part-time 4WD, it’s essentially 2WD until you select 4H which keeps the same gear ratio but engages the front axles and redirects 50% of the power and torque to the front axle.
Moving to 4L changes the transfer case’s proportions for a true low-range experience. The system is very basic and again, although very well designed and engineered for reliability, does nothing more than what any old LandCruiser can do.
The front coilovers are a nice touch, providing a softer ride up front, but they don’t seem to offer any real improvement in suspension articulation. The 70 Series is notoriously stiff and the lack of real agility can only be compensated for by activating both the front and rear differential locks.
Without those, however, the 76 is arguably more comfortable but not more capable than the 60, 55 or even 40 Series LandCruiser.
On dirt roads, it cruises reliably but nothing impresses other than the V8 diesel’s torque. At low range, it crawls confidently and in control, but there’s nothing outstanding, groundbreaking or noteworthy. It simply gets the job done without the frills (or thrills).
What more can we say, while the LandCruiser 70 Series powertrain remains quite similar to that of the original 40 Series from the late ’70s and early ’80s, and the front coilovers carry In return for some concessions and benefits, you’re still essentially driving what is affectionately known as ‘bricks on wheels’.
It’s basic, completely functional, nothing fancy. It’s powerful, tough and reliable, sure, but you’ll need to spend money on it to get any improvement in off-road performance over what you can get from a LandCruiser FJ45 The 1977 was equipped with an ARB front and rear differential lock, and not much else…
What’s under the bonnet?
The LandCruiser we’re driving today is fortunately equipped with the powerful and proven 4.5-liter 1VD-FTV 4.5-liter V8 turbo-diesel engine.
It comfortably produces 151kW of power and 430Nm of torque, and is backed by a five-speed manual gearbox – yes, you’re getting the idea, Toyota doesn’t even offer an automatic version of the engine V8.
Combine all this with the ‘virtually unchanged’ transfer case and third-party components, and there’s not much in the way of performance improvements to the transmission and differential end of the vehicle’s driveline.
Unfortunately, the legendary V8 diesel has been largely retired and although this V8 has been the hallmark of the LandCruiser’s strong performance and off-road capabilities for many years, a new era started.
Last year Toyota released an updated version of the LandCruiser 70 Series with a version of the HiLux and Prado’s 2.8-liter four-cylinder engine with the option of a six-speed automatic transmission.
Modification capabilities
This is one area where the LandCruiser is undoubtedly king. As one of the best-selling 4WD vehicles in the world, the number of accessories, modifications and upgrades that can be made to the LandCruiser is endless.
A visit to ARB could easily net you $30,000, leaving you with a solid recipe for a durable, hard-working and well-equipped farm truck – but it doesn’t stop there again!
Some companies offer extended GVM upgrade solutions, which can even incorporate a 6WD conversion, turning your humble LandCruiser into an all-terrain super-tourer (with a suitably extended rear end). fit).
Power upgrades abound as well, with many offerings in the final stages of a full ECU revision to make the most of the bulletproof 4.5-liter V8 with massive increases in both power and torque. -torque.
Combined with the turbo, intake and exhaust upgrades, it’s not unreasonable to achieve boosts of up to 94kW and 320Nm, turning your LandCruiser V8 into an axle-breaking tourer or a towing beast!
What you do and how you do it are unlimited. The overall message is that you can customize and improve this very basic Toyota product to make the LC76 much more capable, comfortable and attractive in almost every aspect.
For many, the appeal of the Spartan LandCruiser lies in the fact that along with ultimate reliability, it is a blank canvas on which to create your ideal workhorse, weekend warrior or demanding traveler !
It is worth mentioning that the LC76’s GVM was recently upgraded from 3060kg to 3510kg. What has been done is both a match and a vast improvement.
With a previous GVM of 3060kg, if you add a few accessories, put the fridge in the back and hit the road with three friends for the weekend, you’ll probably be close to or at your GVM limit and legally Management cannot package any food, let alone a few beers.
So while the upgrade to GVM is welcome, it’s important to know that the only reason it was done was to move the LC76 into the Light Truck category that doesn’t need to pass strict safety standards. as strict as other light passenger vehicles.
CarExpert reviews the Toyota LandCruiser 70
I have mixed feelings and a split decision about the value and worth of the LandCruiser 76 Series.
There is no doubt that Toyota is the king of off-road vehicles, and its performance and reliability are undeniably among the best in the world in terms of vehicle availability, parts and accessories, and reliability. Durability and durability.
What really gets me, though, is the lack of innovation, any creature comforts or advanced technology, and the ever-increasing price tag. While it’s a tough pill to swallow, overall the Toyota LandCruiser 70 Series will continue to retain its iconic status at the top of the 4WD segment.
The number 76, like the number 79, may lack personality but it certainly has its place. In reality, however, the LandCruiser 70 Series is the mainstay agricultural truck across Australia and an iconic symbol of the outback.
Has its overall performance improved over the past 36 years? If the V8 diesel is taken out of the equation (which it sadly is now) and we ignore the slight improvement in the brakes (plus electric windows and a cup holder or two), then there’s really no What’s much in it – it’s basically the same truck, just newer.
As Spartan as it may be, it’s popular and continues to perform moderately off-road and off the sales floor.
What should Toyota add in terms of technology and interior amenities to bring the 70 Series into the 21st century? Let us know in the comments below.
Click on the image for the full gallery
THAN: Buy Toyota LandCruiser 70 Series
THAN: Everything Toyota LandCruiser 70 Series
