2024 Toyota LandCruiser 70 Series launch review

The Toyota LandCruiser is ingrained in regional Australia’s history. In the 1950s it was crucial in completing the Snowy Mountains Hydro Electric Scheme, conquering some brutal terrain, and has been a reliably utilitarian machine for countless farmers and miners since.

The 70 Series LandCruiser has become a cult classic here since its 1984 introduction. We have such an appetite for the bare bones off-roader that Australia accounts for one in five sales globally, and ours is the only country outside of Japan where Toyota tests and develops the LandCruiser badge.

For its 39th birthday the 70 Series has been given a facelift, updated tech and safety features, and a new four-cylinder engine option as well as the first automatic transmission ever offered with the model.

2024 Toyota LandCruiser 70 Series range and pricing

The new 70 Series range opens at $75,600 for an entry-level WorkMate Wagon, which can only be had with the new ‘1GD’ 2.8-litre four-cylinder turbo-diesel – the same unit found in HiLux utes – mated to a six-speed torque convertor automatic transmission.

The crowd favourite ‘1VD’ 4.5-litre V8 turbo-diesel with five-speed manual – what had been the sole engine and gearbox combo for the 70 Series since 2007 – returns and can be optioned on all variants other than the WorkMate Wagon for a $4100 premium over the four-pot.

A dual-cab GXL optioned with the V8 will run up the biggest bill, closing out the range at $87,600 – an $8400 increase over the pre-update model. Five-door wagon (with a 60/40-split rear seat), three-door ‘Troop Carrier’, and single- and dual-cab ute body styles all return.

2024 Toyota LandCruiser 70 Series styling and tech

The updated model is fitted with revised black mesh grilles displaying Toyota’s name instead of its badge (a nod to past generations) that sits between new LED headlights with automatic high beam.

Relocated engine pipework and a larger cooling fan necessitate new vents in the LandCruiser’s front end, as well as a bulged bonnet design that somewhat interrupts the body lines and looks a bit tacked on.

Toyota Australia says existing bull bars will fit the updated model, however there may be some compromise in cooling due to reduced airflow through this new vent design.

All variants sit on 16-inch wheels, but the steel units seen on the WorkMate are upgraded to alloys in a dark grey metallic finish for GX and GXL trim. Paint options include familiar French Vanilla, Silver Pearl, Graphite, Merlot Red, Sandy Taupe and Midnight Blue, while wagon bodies get the option of a new Eclipse Black.

The 2024 LandCruiser 70 Series’ interior is a time capsule with sprinklings of modern tech. The only giveaways you’re not in a car built decades ago are a 4.2-inch multi-info display next to the redesigned (but still retro) analogue cluster, a 6.7-inch infotainment screen with wired Android Auto and Apple CarPlay, and steering wheel controls.

If you’re in a GXL, two USB-C ports replace a USB-A port alongside a standard 12-volt outlet. Automatic models also get a centre console that modernises and makes the inside feel a little less agricultural.

Much of the previous generation’s architecture has been carried over, including the ladder chassis, rigid live axles front and rear, and four-wheel drive.

Locking differentials come as standard for GXL trim and are a $1500 option on the GX single-cab and WorkMate dual-cab. Increased focus on durability has also seen new undercarriage protection fitted.

Lane departure assistance and speed sign recognition have been added to the safety suite, joining a pre-collision system with pedestrian and cyclist detection and two airbags (for driver and front passenger). Wagon bodies optioned with the four-cylinder engine also gain a reversing camera.

LandCruisers fitted with the four-cylinder also get ‘power haul’ mode, which tweaks transmission mapping for towing, and a ‘second start’ function to get the vehicle moving in second gear from a standstill to aid traction.

How does the 2024 LandCruiser 70 Series perform?

Off-road capability, the model’s bread and butter, remains unquestionable.

A new downhill assistance control, available only on four-cylinder models, applies braking force to limit speed and allow rough terrain descents using only the throttle pedal. Although sometimes a bit clunky, the system works as intended and allows the driver to focus on their line.

With much of the vehicle being carried over, focus shifts to the biggest change in the model: the optional 2.8-litre four-cylinder turbo-diesel engine and six-speed auto. Well, it’s good. It’s really good. It might even be better than the V8 – at least with that six-speed automatic behind it.

The inline four and V8 produce almost identical peak power figures – 150kW and 151kW respectively – however the four makes its 400rpm earlier.

The four-cylinder unit also makes 70Nm more torque (500Nm versus 430Nm), and although its peak torque range is narrower than the V8’s (1600-2800rpm versus 1200-3200rpm), it feels like it makes more of it for most of the rev range.

This, combined with the tighter and more plentiful ratios of the six-speed auto, keeps the engine in its happy rev range, resulting in a package more nimble and eager to get moving – something only amplified when towing a heavy load.

The V8 still wins out on smoothness and urgency from idle, but the four feels to be the more capable engine overall.

Combine this with a claimed 10 per cent reduction in emissions and fuel consumption compared to the eight, as well as the 55kg reduction in weight hanging over the front axle, and the choice seems a no-brainer.

The 2024 LandCruiser 70 Series at a glance

The updated LandCruiser 70 Series does what it’s supposed to and does it well. Toyota has sprinkled modern features throughout what is a largely unchanged vehicle and, overall, the package has been improved.

However, the price of entry is starting to approach extreme for a vehicle that fails to provide many features and creature comforts that have become standard elsewhere.

Purists might scoff at the thought of a four-cylinder automatic 70 Series, but with the package improving driving dynamics in the majority of circumstances, such outrage seems hollow.

Pros: New 2.8-litre diesel and auto powertrain; added basic safety

Cons: Few luxuries while creeping towards a six-figure price tag