Overview
Toyota’s 70 Series LandCruiser has been around since Adam was a boy yet, despite its age, it remains a favourite with Aussie buyers – even with supply constraints and price rises.
The 70 Series was “upgraded” a couple of years ago with a torquier 1GD-series turbocharged 2.8-litre four-cylinder diesel engine and six-speed auto availability out of Hilux (eventually replacing the much-loved 4.5-litre V8 and five-speed manual combo).
Output is quoted at 150kW and 500Nm without the belt driven 48-volt motor fitted to HiLux.
It’s available across multiple grades, model dependent, including Workmate, GX and GXL, and four body configurations, the 79 Series single-cab/chassis, 79 Series dual-cab/chassis, 78 Series three-door Troop Carrier, and 76 Series wagon, the GXL variant subject of this test.
Priced from $77,800 plus on-road costs, the 76 Series GXL doesn’t have any direct hard-core 4×4 competitors in the Upper Large SUV segment, unless you are prepared to look at the smaller segment LandRover Defender 110 that starts at about $25K more and the also smaller Ineos Grenadier at a similar premium.
Truth be told, we’d take the 76 Series every day for a whole range of reasons not the least being its reputation for reliability, resale, go anywhere capability, parts availability, service costs, massive dealer network, tow rating, and bloody hell, just the look of it, even with googly-eyed round LED headlights.
The five-seater is old-school, slab-sided and upright like an old Jeep, but because of this affords a high measure of practicality reflected in its roomy interior, large load space and general utility.
You won’t hit you head on the door frame getting in, can chuck heaps of stuff in the back, take five passengers in (relative) comfort and visibility to all points is minimally impeded by curving glass or styling fixtures.
Retro is the operative word here although some new tech has reared its ugly head in the form of some annoying ADAS “safety” technology that thankfully can be switched off easily, particularly when towing (lane keep assist and emergency front braking).
It has an “el cheapo” audio with crappy paper speakers and a fiddly-to-fettle HMI on the small info’ screen. But you can kind of forgive the 76 Series for that as it delivers big in other areas… like off-road, and when towing.
We towed a 2000kg trailer over 2000km and were surprised to find out a five-speed manual 76 Series existed and wondered how it would shape up with a couple of tonnes on the back.
Toyota’s driveline updates brought a number of subtle improvements to the engine and transmission, that facilitate towing as well as general driving, even with the manual transmission selected.
These multiple mechanical changes have focused on optimal cooling and performance in tough conditions and under heavy towing loads.
The entire range retains a selectable 4×4 system with low-range gearing, durable live axles and front coil suspension while the GXL adds front- and rear locking differentials for ultimate off-road traction.
Retro-inspired changes inside are to the instrument cluster that’s designed to resemble the speedo from an old 40 Series with the addition of a 4.2-inch colour multi-information display.
A new 6.7-inch multimedia system is compatible with wired Apple CarPlay and Android Auto and offers hands-free smartphone pairing supported by new switches mounted on the steering wheel.
Below the air-conditioning unit, a 12V power outlet, two USB-C ports on GXL and bank of switches provide extra functionality and smartphone charging options.
The 76 Series scores second-row seats with 60:40 split folding functionality and can be tumbled forward to maximise cargo space. Serviceable grey fabric upholstery is applied to the interior.
Safety features include lane departure alert, road sign recognition, and automatic high beam, (off-road) downhill assist control, reversing camera with static guidelines (76 Series), Toyota Safety Sense suite with Pre-Collision System encompassing pedestrian and daytime cyclist detection and intersection assistance.
Driving Impressions
Facing a 2000km round trip towing 2000kg with a five-speed manual 76 Series had little appeal as rowing through the cogs quickly becomes tiresome towing with any manual.
Getting off the mark can be problematic as it invariably entails a degree of mechanical abuse via clutch slipping to overcome inertia and other inconveniences inevitably arise which is why it’s generally accepted that autos are much better for towing particularly turbo diesels as there’s no boost drop-off between cog changes.
The 76 Series had no such issues as the test vehicle had a prodigious spread of torque that more than covered off highway driving contingencies and had a metered (damped) clutch action that overcame the need for slipping off the line.
Once underway, the 76 Series moved with purpose barely pegging back on long uphills occasionally needing a flick back to fourth on the steeper climbs but still retaining the desired pace. The cruise control was not radar assisted so we had to use it judiciously.
The test vehicle had a snorkel fitted that added a pleasing turbo sucking noise at full throttle that was a tad addictive.
Cruising along on the flat is accompanied by a degree of engine and wind noise as could be expected from such a vehicle… but we didn’t mind at all.
We were concerned at the amount of wandering the rig initially displayed until we twigged to the problem and pumped up the rear tyres to 52psi… problem solved.
With about 200kg down-ball weight, the 76 Series squats a bit on its haunches, something we experienced with our own Toyota Fortuner easily fixed with a $400 set of air assist bags on the rear suspension.
That said, the stock leaf spring rear end on the test vehicle was surprisingly supple unladen indicating that you can’t have it both ways…
When we picked up the test vehicle, we noted the brakes lacked bite and the pedal felt dead, both exacerbated with the rig behind but we took some time to bleed the brakes, sand off the front pads and lube the calliper pins and it was an improvement but still not great.
We drove accordingly…
The A/T tyres proved up to the task with the right pressures that were surprisingly high but they gripped well in the wet and dry, never squealed and generated minimal thrum at speed on the highway.
It has old school hydraulic steering that felt light but slow and had a large turning circle… not ideal but satisfactory for broad applications.
Sitting in the beast is like a blast from the past looking through an almost upright small windscreen with teeny weeny wipers, an instrument pod sticking up in front of you and painted interior surfaces, none of which fazed us.
Tones from the audio are average to say the least but other “tech” seemed to function OK including the wired Bluetooth and analogue air-conditioning system.
It has decent headlights for night driving and the seats proved comfortable over an 800km one day drive.
On the trip we averaged 11.2 litres per 100km which we think is pretty good especially as the 76 Series was hauling a car, a trailer, about 200kg of tools and supplies in the back and a porky looking driver all at a fast clip up hill and down dale.
We arrived at the end of both trips there and back in fairly decent condition thanks to the amenities and performance afforded by the big ole ‘Cruiser.
Would we buy the manual 76 Series?
No.
Would we buy the six-speed auto?
Yes, as it would be easier to live with, probably use less fuel, tow better, drive better off-road, and take some of the drudgery out of towing long distances. When all is said and done, there’s a lot to like about that.