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2010 Toyota Landcruiser 76 Series GXL Wagon Road Test and Review
FOR AS LONG as Toyota has been in Australia, the indomitable LandCruiser has been its ultimate 'tough as nails' workhorse.
In fact, when the first batch of early-model LandCruisers chugged off the boat in 1958, destined for the Snowy Mountains Hydroelectric Scheme, that day heralded the company's arrival on these shores.
Since then, the LandCruiser has forged a million paths into Australia's forests, farms and deserts, bashed its way in and out of outback mines, through construction sites and up fire-trails and earned an enviable reputation for versatility, ruggedness and dependability.
The latest iteration of the industry-spec LandCruiser formula is the 70 Series. Mid last year, Toyota freshened it up with some mild updates - so we thought it was time to put it through its paces.
We took a top-of-the-line LandCruiser 76 GXL Wagon high into Victoria’s snow country to see just how good the humble ‘Cruiser is off-road – and whether it can still match its reputation.
Styling
Looking at the LandCruiser 76 is like gazing into a time warp – the basic 70 Series body has been around since 1984.
Front-end styling was altered in 2007 to accommodate the larger V8 engine that was introduced at the same time, which resulted in the deletion of the traditional front wings, inboard headlights and ear-like indicator housings.
A large letterbox-style scoop was added to the bonnet, and feeds cold air to the engine’s top-mounted intercooler. The front bumper was elongated in July 2009 to enable the fitment of airbags, and it also incorporates a handy stepping surface on its topside.
Other than that, the 70 Series sports an almost anachronistic design; a design that features nary a curved surface and pays little heed to modern vehicle styling conventions.
Traditionalists will love it. LandCruiser die-hards will be pleased to see that Toyota has largely resisted the urge to mess with the basic form of its hard-working off-roader.
The front bumper and plastic fender flares are painted in grey, with chrome-finish inlays on the front bumper. The rear bumper is made of chrome-plated steel, and incorporates an aluminium step in the centre.
There’s no recovery point on the rear bumper as standard, however there is provision for one to be installed.
Alloy sidesteps are factory fitment, and a pair of foglights are fixed to the front bumper. The rear doors are split 60/40, and the spare wheel is carried on the larger door.
For the GXL, 16x7-inch alloys are the standard wheel and wear 265/70R16 Dunlop Grandtreks.
Interior
As with the outside, there’s a definite sense of nostalgia when sitting in the LandCruiser 76’s cabin.
Hard plastics, exposed sheetmetal, and a dashboard that could probably be used as a setsquare characterise the LandCruiser’s interior with styling best described as “utilitarianâ€. Function dominates form in here. This cabin is designed to be rugged and useful, not pretty.
But that’s not to say Toyota hasn’t tried to refine it. The dashboard is a new design that features (slightly) softer styling, a reconfigured centre stack, repositioned air outlets, provision for the passenger airbag and a plastic glovebox lid instead of the old metal one.
Another addition for 2009 – a single bottle holder has been bolted to the transmission tunnel, to the side of the gearshift.
The new dashboard is taller than the one it’s replaced, and the passenger grab handle has been lost in the transition. There are still grab handles on the A and B-pillars as well as above the doors though.
The front seats adjust for slide and backrest tilt, but height is fixed. At the wheel you constantly feel like you’re towering over other traffic – which in truth, you are. The seats aren’t especially comfortable for long journeys, and they struggle to hold you in place during proper off-roading.
Trimmed in cloth, the interior of the GXL is at least slightly more luxurious than the vinyl-clad interior of the lower-spec Workmate.
The steering wheel adjusts for reach as well as rake, and the new four-spoke design is comfortable to hold. The floor-mounted shifter for the 5-speed manual gearbox is long and comes within easy reach, while the new layout for the centre stack puts most buttons further up and closer to the driver.
All-around visibility is good, however the wider mirrors of the cab-chassis LandCruiser 79 would do much to improve rearward vision on the wagon.
The rear bench is flat and, like the front seats, not particularly comfortable for long stints. Your fellow tradesmen won’t complain, but your family probably will.
Folding the seats out of the way is an easy process that involves flipping two catches and tumbling the rear bench forward, unlocking even more luggage room in the Wagon’s already cavernous interior.
More storage space is available in the centre console box and glovebox, while the front doors are fitted with narrow map pockets.
Equipment and Features
In terms of equipment, there’s not much to see inside the LandCruiser 76. In 2009 Toyota Australia updated the 70-Series range with a few modest additions to the car’s spec sheet, but the car is still incredibly Spartan by modern standards.
Safety equipment saw the biggest changes, with dual front airbags added to the LandCruiser’s standard equipment list.
Other safety aids such as ABS, traction control or stability control are conspicuously absent however, and the centre position on the rear bench makes do with a lap-only seatbelt.
The audio system has been comprehensively upgraded, with the double-DIN unit from the Corolla being grafted into the LandCruiser’s dashboard.
A simple AM/FM tuner with a slot-loading single CD player, the headunit pipes sound to four speakers and features both 3.5mm and USB auxillary inputs for portable music players. Bluetooth integration for mobile phones is standard.
A handy feature of the audio system is the power retractable aerial mast, which can be raised or lowered from the driver's seat via a button mounted on the dash.
It’s not exactly cutting-edge tech, but it does mean there’s no longer any excuse for snagging (and bending) the aerial on overhanging foliage.
Air-conditioning is optional, but power windows on all four passenger doors are standard. The wing mirrors can only be adjusted manually, however.
Mechanical Package
The centerpiece of the LandCruiser 70 Series is its 4.5 litre turbodiesel V8 engine. With a single turbocharger pumping air into its eight cylinders, the LandCruiser’s V8 churns out 151kW at 3400rpm and 430Nm between 1200-3200rpm.
A snorkel is standard, allowing the Toyota’s engine to breathe easy when fording streams. A 90 litre fuel tank supplies the engine with diesel, and fuel consumption is claimed to be 11.9 l/100km.
Our own combined cycle testing produced an average fuel economy figure of 11.27 l/100km, giving the Wagon a theoretical maximum range of 798km.
A five-speed manual gearbox is the only transmission choice and feeds the V8’s output into a dual-range transfer case, which in turn takes drive to either the rear wheels or all four wheels.
Switching between 2WD high-range, 4WD high-range and 4WD low-range is done via a lever next to the gearshift, and the transmission can be completely decoupled from the wheels via the neutral position.
A rear limited slip differential is standard, but can be replaced by optional electronically-locking front and rear diffs.
Locking each diff is achieved by turning a simple rotary switch mounted on the dashboard, making extricating the car from slippery surfaces an easier task. The front wheel hubs have a freewheeling function, but must be manually set to do so.
Much like the rest of the car, the LandCruiser 70’s suspension is strictly old-school. Solid live axles connect the front and rear wheels, with the front sprung by coils and the rear by leaf springs. The body is mounted on a separate ladder-frame chassis, improving strength.
Steering is power-assisted, but the live-axle setup necessitates a recirculating-ball system instead of a more-precise rack and pinion setup.
Four-piston fixed calipers are mounted to the front hubs and grip 322mm ventilated discs, while single-piston sliding calipers are paired with 312mm ventilated discs at the rear.
The Drive
The LandCruiser 70 Series is, first and foremost, a work vehicle, and that manifests itself in its on-road driving behaviour.
Around town and on the highway, the big Toyota is a little hard to live with. The recirculating ball steering is imprecise and not particularly direct, the turning circle – officially listed as being 12.6 metres kerb-to-kerb – feels excessively wide, the door-mounted spare tyre cuts rearward vision and the suspension is jiggly over choppy tarmac.
On the upshot, there’s loads of torque available from that V8 and taking off from traffic lights in second gear is a cinch on level ground. In fact, we'd recommend it – first gear is super-short and using it results in revs rising much too quickly.
Short gearing also makes highway driving a noisy affair. At 100km/h the engine is turning over at around 2400rpm in fifth gear - much too high for a diesel engine with such exceptional low-rpm performance. The LandCruiser would definitely benefit from a sixth ratio for high-speed driving.
The LandCruiser 76 Wagon weighs 2190kg when empty, but whether from standstill or when overtaking the engine is more than capable of shifting it at a reasonable rate. The gearshift is a little baulky, but our test car had around 200km when we picked it up and the shifter may loosen up with use.
The brakes are strong, but there’s never any doubt that the car they’re attached to is very heavy indeed. On the plus side, a sustained downhill run at 80-100km/h didn’t challenge them, and we never experienced any significant fade.
Once taken off the beaten track, the LandCruiser 76 comes into its own. The overly firm ride exhibited on sealed roads disappears and is replaced by a well-damped chassis that works best on gravel and dried mud.
With low-range 4WD selected and the nose pointed towards more challenging terrain, the ‘Cruiser is incredibly impressive.
Off road in the 'Cruiser is like being in a Leopard tank... nothing stands in its way, it will simply grind its way up and over the toughest terrain. Little wonder so many are pressed into duty day-in and day-out along near-impassable trails with the SES and CFA - and deep into open-cut mines.
Steep hills can be descended using engine braking alone and sharp ascents tackled with the V8 virtually at idle. On these trails, the 'loose' steering suddenly makes sense – it enables the driver to place the front wheels with greater precision, and minimizes kickback from ruts, rocks and errant tree stumps.
Thanks to the archaic live-axle suspension, wheel articulation is excellent. All four wheels follow the contours of heavily-weathered tracks with ease, and traction is outstanding.
Our off-road testing occurred during one of Victoria’s drier weekends, but with our tester fitted with the optional locking differentials, we get the feeling muddier surfaces would pose no challenge for the LandCruiser 76.
Ground clearance measures up at 215mm on the GXL (230mm on the Workmate), but at no stage did its belly scrape the ground. If it did though, steel bash plates on the transfer case offer some protection for the drivetrain.
The Verdict
The LandCruiser 76 barely broke a sweat on our off-road sojourn, and it’s clearly capable of so much more.
With space for five workers and all their gear it’s an obvious choice for industries like mining, logging, forestry, construction and the emergency services. But with its exceptional off-road performance, it’s a good pick for 4WD enthusiasts too.
Its capabilities in the bush compromise its livability in the city though, and there’s no denying that its interior is incredibly Spartan compared to other modern cars.
At a starting price of $58,540 for the LandCruiser 76 Wagon it’s also rather expensive. Potential customers could be forgiven for going to other less-focussed vehicles with more luxury, more comfort or better looks on offer.
But if you need to get somewhere out in Australia’s wild expansive wilderness and you want the best tool for the job, do what countless Australians have been doing since 1958 – choose a LandCruiser.
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Filed under: review, wagon, BMW, Toyota, 70 series, toyota landcruiser 70 series, diesel, 6 series, bmw 6 series, 4wd, Toyota Landcruiser, family, enthusiast, 8cyl, toyota landcruiser 76 series, toyota landcruiser gxl, toyota landcruiser 76 series gxl
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3 years ago
3 years ago
3 years ago
3 years ago
A real man's truck!!
3 years ago
The only other 4x4 that offers similar [no, not that oil leaking Pommy job] is the Iveco Masiff, it would be superior to this in every way but even a bit more expensive again....
3 years ago
Some side bolsters and maybe a spring mounted drivers seat would be handy
There is very little difference between the GXL and the entry level :Troop Carrier" to justify the premium price
Although they have finally replaced the cassette deck with a CD player - WOW
3 years ago
3 years ago
Carl, serious work horses such as these have detuned motors...
This is to help the motor, and the vehicle last longer in the tough!!
3 years ago
3 years ago
Also who cares how old it, it has desirable components for a real 4wd enthusiast, something you and your soft-roader crew willl probably never get!!
3 years ago
3 years ago
There's this thing called a Land Rover Defender, it will decimate any LandCruiser, no matter how overpriced.
3 days ago
In a workshop?
3 years ago
The Landcruiser with it's factory fitted diff-locks totally decimates the defender offroad, absolutely no challenge!!
The defender has even a crapier engine, and a crappy sitting position!!
3 years ago
BTW - whilst a number of Toyotas were used on the Snowy River Scheme; there were actually more VWs.
3 years ago
Wheelnut, have you actually got verifiable numbers of the vehicles used??
Also the wast majority of used in mining industry are toyota's, anything else is only considered when the waiting list just gets too great... I have even seen mining companies even go looking for good condition second hand toyota's once the waiting list was too long...
3 years ago
The Landcruiser will ground itself long before the Defender will. A much longer wheelbase will see to that. Diff locks can't save you from everything.
3 years ago
Difflocks can't save you from everything, nothing can, but it will help you get over most obstacles with easy....
For this simple reason the landcuiser beats defender offroad. Don't have to even mention the defender's crappy engine, and crappy seating position1!!
3 years ago
January 19, 2010 @ 5:46 pm
But if it’s just to go off road and that’s its only purpose, why the hell spend that much.
There’s this thing called a Land Rover Defender, it will decimate any LandCruiser, no matter how overpriced
LOL
On your fantasy mind
The L/R will be great for putting your mechanics kids through private-school, paying for his 1st class round world trip, and putting in his swimming pool.
Yeah the L.S\R junkbox will win that prize as it has for decades!!!!
LOL
3 years ago
Wheelnut, i do actually think it matters how a 4x4 performs offroad considering thats why they are 4x4 to start with. You can go the flashy looking numbers and look like a total goof when you hit the dirt and the going gets tough. But if you only used it to drive to the local coffee shop for a double decaf latte and a cream and jam scone as part of the overall status symbol, this car would look like a pile of snot to you.
Seriously guys, get real. Ive owned one of these beasts for the last 2 yrs and yes they can and are quite uncomfortable in the rough as the review states. Ive completed the canning stock route, gibb river road, cape leveque track, travelled to the tip of cape york, arnem land, mitchell plateau etc etc and have never had an issue. these things are basic as, no frills but the just perform day in day out. You can seriously punish these vehicles offroad and this is where they truly shine. you wont impress any of your high flying mates with the standard trim and old school looks but you will tow them out of places you have quite easily conquered, thats what this thing is for , serious off road use, end of story.
3 years ago
3 days ago
3 years ago
3 years ago
What a joke this comments system is.
3 years ago
where they let people make off topic inciteful offensive derogatory comments as well as personal insults/attacks.- and don't edit or delete them
Because if TMR allowed such behaviour to continue they could be in breach of the Telecommunications Act not to mention be subject to prosecution should someone take the offensive comments personally etc. - Good job guys
3 years ago
I am picking up a GXL Troop carrier this Friday, spending about $22,000 ($93,000 in total) at ARB decking it out & planning a trip to Cape York & north west WA in June.I'd rather have a 78 series than a similar priced Range Rover Sport.
I will let you fellas know how she performs when i come back in September.
Klaus.
3 years ago
What are you gonna be decking it out with at ARB??
3 years ago
Twin diff locks, bull bar with 12,000lb Warn winch, full length side steps with brush bars, twin wheel carrier, dual batteries, overhead console with UHF & HF radios, double height draws in the back 1900mm in length, second set of BF Goodrich mud terrain KM2 tyres with sunraysia wheels, 3 inch Old Man Emu lift, cargo barrier, two 900xs HID spot lights, diff breathers.
Also a $25,000 camper trailer with a 60 litre Engel fridge / freezer, 80 litre Waeco fridge, twin batteries connected to the front two batteries via a Anderson plug, stainless steel sink, 130 litre water tank, twin gas bottles & three jerry cans.
I think thats it !!!
3 years ago
I'll be going the KM2s also, once my current set of Cooper STT's run out!!
3 years ago
I considered the STT's but with my experience with BFG all terrains I decided to stay loyal. Even though I haven't driven Cooper or Goodyear Wrangler, they seem to be the same.
Reading through all the comments so far it seems that everyone is complaining about the price. I have been looking in the touring 4WD market for about 18 months & found nothing really as consistent as the Troopy. When they decided to move up to a V8, they sold me, but without having an airbag was a bad move due to all the mine sites around Australia required OH&S in vehicles & Toyota was loosing to the Nissan Patrol. They changed this back to an air bag in June 2009.
The other issue is the front axle, it is about 45mm wider than the rear so it can hold the V8. Toyota are still using the old rear axle from earlier 70 series,,,, a bit lazy !!!
3 years ago
Yeah, I'm keen to try the km2 too, as at the moment i'm not too happy with the cooper's, as they don't handle so well.
I used to have the softer Goodyear MT/r, which actually were significantly more noisier, and wore out pretty quickly, but they were soft and seemed to handle better...
Once you come back from the trip, let us know how the km2's go...
I reckon the price for this Toyota is fair, given it's a fair bit of metal, and it's all still made in Japan.
And since you can't get any other twin solid axle, v8 truck in this country, the price can be easily dictated by forces of supply/demand!!
Rip off are what people pay for BMW x3.x5 x6 softroaders!!
Sure LC76 could be cheaper but Toyota is a business after all, and not some charity organisation!!
3 years ago
Still out of dated it in its styling and over priced .........................Mr Mark you were right on "The Mark" 80 series was the last of the great Cruisers...............
Ive owned a couple but after test driving the 100 series when it first came out lost interest in the Toyota product,drove like a ferry.Heard they got worse with the 200.
A good mate that owns a 4x4 workshop said the same. Hes a serious off roader and mud runner racer ,sorry no Toyota engines in them for him .
11 months ago
had a mate who was in army using troop carriers and defenders for 30 years and told me the problem with defenders was they were prone to rolling and in a lot of cases killing people.
said they were to light and all had to be fitted with roll cages.
I thought it wold be other way round but not so.
After 30 years in army spending up to a month at a time trekking thought parts of outback with up to 8 troopy,s in tow.[changing up to 50 split rims during trek]
he and his best mate retired and went out and bought an old troopy ,striped it and rebuilt all the way back and set about planning a long adventure in outback australia to continue the adventures.
i asks why a troopy and he said because there is no vehicle as reliable and tough as the cruiser ,ask anyone who,s used them who been in the army????????????
3 years ago
3 years ago
3 years ago
if it wasnt for the woman i wouldnt own a 200 (but its a great car)
But its garage mate the FJ73 (0000217) (560,000kms)is still the best 4wd.
load the roofrack while you stand on the bonnet make life easy.
try doing that with your ***y prado or 60/80/100/200 or patrol or Fseries or Hummer h3 etc. love the looks in the camp ground when the bonnet doesnt dent . 1mm Steel costs money .70 series a mans machine,
.
when the going gets tough the 70s get going.
3 years ago
3 years ago
My '99 Disco S2 V8 on gas is in need of work...a constant refrain with Land Rovers. Getting someone else to do the work at a fair price to keep it as my work vehicle meant $10000 immediately. I can do it for half that...needed a second vehicle and went for Toyota reliability....bad decision comfort wise.
I have owned 2 early 2 door Range Rovers on Gas, 2 SWB LR's, a LWB LR, Disco 1 V8 on gas, briefly an old Patrol and a slant 4 cyl International Scout which got stolen. I have driven extensively in Rodeo's, in Hilux's, FJ40's and some ford F series and a little in some Pajero's. All are capable 4WD's, simple outside means less to fall off when it gets rough so the 70's series is the better in this respect at least.
The bottom line is the 70's series is grossly over priced, uncomfortable, very poorly fitted out, extremely noisy, in all a pr@^* of a thing compared to the Disco 2. It will serve me reliably in the country and deep in the wild and I expect to keep it a fair few years unless an auto comes out soon.
For the mechanically minded, the Disco 2 V8 or Disco 1 TDi (2nd hand) is a great vehicle. Not as comfortable as a Pajero in the rough as its wheel base causes a bit of bouncing but it is as capable as any driven well. Auto, oh sweet auto. The 70 series gearing is ridiculous, needs a 6th gear...anyone know if an over drive unit can be put on such a vehicle?
Somehow this argument about a work vehicle needing to be rough and Spartan is a bit beyond me. Why? Why should a work vehicle in which one spends many hours a day driving in all terrains but, like most 4WD owners, mostly on the road, be uncomfortable and fitted out as a cost saving exercise than with consideration?
Toyota have become incredibly arrogant and cheap. The D4D badges are decals now, the speakers embarrassing, the interior fitment really poor, the seats really uncomfortable, the insulation per noise levels legally questionable given the dB's and constant ringing ears. The engine revs far too high on the road, the economy is compromised as soon as one goes over 105 kmh!
Decent seats, a twin turbo, a 200 series auto and reasonable insulation for noise only would see this vehicle as the greatest 4WD available. Instead it's an over priced, hard to get slave. Just like the old twin tub washing machine...good wash, cheap, simple, but a demanding machine to use.
I should have got another 2 disco 2's or a debugged disco 3 and had oodles to spare.
So in conclusion, what price reliability?!!!! Grow up Toyota! Arrogant...just travel to a place like Thailand and see all the older 1990's Hilux's etc running around with the D4D badge and you soon realize how Toyota have been playing us! New common rail bulldust! Its been around for years but we were only good enough to get the economy, power and efficiency of it since 2007!
3 years ago
3 years ago
3 years ago
3 years ago
Wheelnut, have you actually got verifiable numbers of the vehicles used??
Also the wast majority of used in mining industry are toyota's, anything else is only considered when the waiting list just gets too great... I have even seen mining companies even go looking for good condition second hand toyota's once the waiting list was too long... ..
sorry bout the lateness of this comment, in refards to this comment i can tell you that you're absolutely right, i work as a contractor in the mining industry in karratha and my work car as well as the majority of the rest of the mining industry in this country all prefer toyotas.
take this advice from someone who see's it firsthand everyday. the majority of vehicles used away from any city are toyotas (and nissans a bit too, sorry to tojo lovers)
2 years ago
2 years ago
Thanks
Aku
2 years ago
The full details for this vehicle can be found by clicking the "See Full Vehicle Specs" button at the top, which takes you to http://www.themotorreport.com.au/spec/make/toyota/model/landcruiser/1252297771?view=full
The pricethough is $62,640, plus on-roads.
1 year ago
1 year ago
Martin, Czech Republic
6 months ago
6 months ago
I understand most of those comments were made some time ago but we have seen a shift with some of the biggest mining companies with some huge orders for the all new Ford Ranger. One mining company has ordered in excess of 2000 new Rangers for Western Australia alone, which has seen a massive supply issue for the general public. Seems that the 5 star safety rating of the Ranger will far outweigh the "tough reliable workhorse" status of the Landcruiser...
This also makes me wonder how the recent Landcruiser Sales in Australia actualy compare with the rest of the world? Are we really that significant? Will Toyota do anything with the Hilux and/or Landcrusier with the massive and ever increasing shift in the Australian mining industry toward's "safety" and produce something to compete with these new 5 star 4x4's? Is the mining industry as important as WE might think?
4 months ago