Toyota LandCruiser 70 Series V8

Toyota LandCruiser 70 Series V8 Wagon

Why review a car you can’t buy? The order book is closed on the Toyota LandCruiser 70 Series V8 and is highly unlikely to ever reopen due to tightening emissions regulations, constrained supply and a vast wait list. However, there are plenty of buyers hunting for one on the used market and you can have a near-brand-new one tomorrow if you’re prepared to pay a hefty price premium.

How much does the Toyota LandCruiser LC76 GXL V8 Wagon cost?

The wagon is actually the cheapest variant in the 2024 Toyota LandCruiser 70 Series V8 range, starting at $35,000 plus on-road costs for the bare-bones WorkMate or 45,000 plus ORCs for the specced-up GXL tested here.

It’s not quite that simple, though, as you can’t really buy a new 70 Series V8. However, hop on carsales and you’ll find plenty of examples with very few kilometres for sale, so you can buy one tomorrow if you really want but you’ll pay around a $15,000-$20,000 price premium to do so.

When it comes to super-rugged off-roaders, the INEOS Grenadier (from $97,000 plus ORCs) is the obvious rival, though the Nissan Patrol (from $84,900) and outgoing Toyota Prado 150 Series (from $62,830) should also be on the shopping list.

What equipment comes with the Toyota LandCruiser LC76 GXL V8 Wagon?

The GXL is as swish as a 2024 Toyota LandCruiser 70 Series V8 gets, though that isn’t saying very much.

Externally there are LED lights up front (headlights, daytime running and fog lights) as part of the recent facelift, 16-inch alloy wheels instead of steel, chrome trim and bumpers and black guard extensions.

All variants now have air-conditioning standard, but the GXL adds cloth seat and door trim (instead of vinyl), electric windows, a four-speaker stereo (up from two) and carpeted floors – not something that’s often touted as a feature.

Seven colours are available with white and the yellow-ish Sandy Taupe standard, while metallics – black, red, blue, grey and silver – are an added $675.

Toyota’s regular five-year/unlimited-kilometre warranty applies, with seven years’ coverage on the engine and driveline, but servicing is extraordinarily expensive, especially for such a relatively basic machine.

A total of $5250 over the first 10 visits is eye-watering, especially as the six-month/10,000km intervals means that’s only five years or 100,000km. By way of comparison, a Toyota Fortuner costs $3886.67 over the same period and that in itself is slightly on the pricey side.

How safe is the Toyota LandCruiser LC76 GXL V8 Wagon?

By its traditional standards the 2024 Toyota LandCruiser 70 Series V8 is a Mercedes-Benz S-Class in terms of its safety offering.

Not just anti-lock brakes and stability control but autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, lane keep assist and speed sign recognition.

There are only front airbags for the driver and front passenger in the wagon, however, side curtain and driver’s knee airbags limited to the single-cab ute variants thanks to their popularity with fleets.

It’s one of a number of examples of how Toyota does the bare minimum to the 70 Series, but more on that later.

The wagon also has a reversing camera, though its offset nature (due to the rear-mounted spare tyre) takes some getting used to as you aren’t centred in the spot.

What powers the Toyota LandCruiser LC76 GXL V8 Wagon?

The big news for the 2024 Toyota LandCruiser 70 Series was the arrival of the 2.8-litre four-cylinder turbo-diesel and six-speed automatic combo, but here we have the venerable 4.5-litre turbo-diesel V8 that’s powered the 70 Series since 2007.

It’s incredibly under-stressed, producing just 151kW and 430Nm compared to the four-cylinder’s 150kW/500Nm, and drives through a five-speed manual.

Manually-selectable four-wheel drive and low-range are standard, as are locking diffs front and rear.

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How fuel efficient is the Toyota LandCruiser LC76 GXL V8 Wagon?

Despite the low outputs, the V8 diesel loves a drink. Claimed combined-cycle consumption for the 2024 Toyota LandCruiser 70 Series V8 is 10.7L/100km, though in an unusual twist, this is because the highway consumption (12.9L/100km) is significantly higher than its urban consumption (9.4L/100km) – blame the brick-like aerodynamics and short gearing.

What is the Toyota LandCruiser LC76 GXL V8 Wagon like to drive?

If you want to travel back in time, forget a DeLorean DMC-12, get yourself a 2024 Toyota LandCruiser 70 Series V8.

It should come as no shock that the LC76 falls somewhat short by modern standards and there is an appeal to learning to work with the vehicle to get the best out of it in way that’s rarely required these days.

For example, the super-short gearing and ample low-down torque of the V8 diesel means there’s little point selecting every gear when accelerating. Depending on the speed you need to end up at, 1-3-5 or 2-4 is fine, or if you’re really lazy just leave it in third. Toyota LandCruiser Prado VX

Wind noise is epic, the ride isn’t actually too bad – think last-generation dual-cab – but the slow, heavy steering and huge turning circle – though, incredibly, the wagon is by far the best of the range – make navigating tight car parks a challenge. Toyota LandCruiser Prado VX

Dropping my son at daycare was akin to the three (million)-point turn scene in Austin Powers.

That all said, it’s not painful or anything like that, it just requires a lot more effort than is typically expended when driving a modern vehicle. We’re all just getting soft!

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How good is the Toyota LandCruiser LC76 GXL V8 Wagon off-road?

Decades of evidence suggest the 2024 Toyota LandCruiser 70 Series V8 will happily clatter along corrugated unsealed roads for, well, decades with few dramas, and the dual locking diffs and super-low gearing means it’ll happily take far rougher stuff in its stride, too.

That said, there are a few issues. When Toyota widened the front track to accommodate the V8 back in 2007 it didn’t bother doing the rear (remember what I said about Toyota doing the bare minimum?) so both ends don’t follow the same ruts.

Likewise, the rear spring hangers sit very low and can easily get caught in the mud, and wheel articulation isn’t too flash hot, either. None of this will be a problem for those not engaging in pretty serious off-road work and those that are can fix all these issues via the aftermarket.

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How much can the Toyota LandCruiser LC76 GXL V8 Wagon carry?

With new side-impact safety regulations threatening the existence of the Toyota LandCruiser 70 Series V8 in 2022 – the same regulations ended the local lives of the Alpina A110, Lexus IS, Nissan GT-R and more – Toyota recertified all variants with a 3510kg gross vehicle mass (GVM).

This put it 10kg over the threshold to be classified as a light truck, neatly sidestepping the safety requirements. Not a move likely to put Toyota on ANCAP’s Christmas card list, but owners, who not only dodged the extra cost of re-engineering the vehicle but scored a sizeable payload increase to boot, don’t seemed to have minded.

In the case of the wagon, payload increased almost 400kg for an impressive total of 1155kg. The 7010kg gross combined mass (GCM) means that even towing the maximum 3500kg you still have that maximum payload available, which could prove hugely valuable, especially when adding drawers or tools or spares or fridges for touring adventures.

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What is the Toyota LandCruiser LC76 GXL V8 Wagon like inside?

If the interior of the 2024 Toyota Land Cruiser 70 Series V8 was a breakfast, it’d be toast with perhaps a touch of vegemite. Plain and basic, but gets the job done.

It might be sparsely equipped, but vision is very good and the front seats are comfy enough, but storage is sorely lacking. A single cup holder and small centre console is all there is, though there’s plenty of room on the floor, but it’s hard to understand why a car like this can’t have lots of clever storage solutions.

In the second row, legroom is a little tight but three-across should be okay thanks to the flat floor, as long as you don’t mind getting closely acquainted with your co-passengers.

There are no ISOFIX points, but a trio of top tethers sit above the rear doors for kid seat attachment – it’s not a perfect arrangement, but it does the job.

The boot is spacious, especially as the second row can flip forward out of the way, and there are a few tie-down points but nothing else really of note.

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Should I buy a Toyota LandCruiser LC76 GXL V8 Wagon?

Well, you can’t, officially. As you’ve no doubt noted, the score for this review isn’t particularly complimentary and, to be honest, even that’s possibly generous judged by contemporary standards – even against its direct peers.

The 2024 Toyota LandCruiser 70 Series V8 is unrefined, uncomfortable, slow, thirsty, poorly equipped and packaged, not particularly outstanding off-road and incredibly expensive to buy and run.

And yet none of this matters one bit as buyers can’t get enough.

There’s a definite charm in the wagon’s rugged simplicity and V8 engine, but from someone who isn’t a 70 Series diehard it’s a shame there’s a certain “that’ll do” attitude to the vehicle.

Not even in terms of modern convenience, but better packaging and storage, for instance, that would make it even more versatile.

Nevertheless, it’s sad that the V8’s time seems almost up, but no doubt the 70 Series will continue to fight on for many years to come.

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