Buying a used Toyota LandCruiser 100 Series

The release of the LandCruiser 200 Series in 2007 did much to enhance used 100 Series pricing, because the cheapest diesel in the 200 series line-up was $80,000 and in late 2010 is nearly 90 grand.

Many prospective 200 Series buyers opted for a used 100 Series and that situation continues today.

Other factors in favour of a used 100 Series include better payload capacity than the heavier 200, manual and automatic ’boxes (the 200 is auto only), a choice of independent or live axle suspension up front, larger fuel tank capacity and the availability of Standard models that aren’t in the latest 200 Series lineup.

Although the bodywork was new the 1998 100 Series Standard, RV and GXL models relied on carry-over engines from the 80 Series. These included an upgraded 4.5-litre petrol six, with outputs of 165kW at 4600rpm and 387Nm at 3600rpm, and the IHZ 4.2-litre, naturally-aspirated diesel, with 96kW at 3800rpm and 285Nm at 2200rpm.
The previous Sahara version was replaced by a GXV model, powered by the Lexus LX470’s 4.7-litre V8, with 170kW at 4800rpm and 410Nm at 3400rpm.

The standard transmission across the Standard, RV and GXL range was a five-speed manual. A four-speed automatic was optional on the RV and GXL petrol and diesel models, and standard on the GXV.

The Standard model retained part-time 4WD, with manual free-wheeling front hubs, but the other variants had full-time 4WD operation, with a manually lockable centre differential.

Standard, RV and GXL models retained the 80 Series’ coil-sprung live front and rear axles, but the GXV introduced a torsion-bar-sprung, double wishbone, independent front suspension, in conjunction with a coil-sprung live rear axle.

A limited-slip rear differential was standard on all variants, except the GXV, which had a manually-lockable rear diff. Few of this model were sold and the lockable diff was replaced by electronically controlled traction and ‘swerve’ control in 1999.

Front and rear axle diff locks were optional on the Standard, RV and GXL models.

Disc brakes were fitted and ABS was standard on the GXL and GXV and optional on the RV.

In late 2000 a direct-injection 1HDTE turbo-diesel engine was introduced, giving diesel buyers a much needed performance boost, especially for towing. The claimed outputs were 151kW at 3400rpm and 430Nm at 1400-3200rpm.

Two downsides were the fact that the turbo-diesel was available only in GXL and GXV specification levels and part of the package was independent front suspension. Many GXL turbo-diesel buyers wanted a live front axle, but no dice.

Pricing was very steep, as well, with GXL turbo-diesels retailing from $65,000. The good news for GXV buyers and bad news for then-owners was a cut in the retail price of 10 grand.

In October 2002 a new five-speed auto replaced the old four-speed and the in-line, 4.5-litre petrol six was dropped in favour of the V8 petrol engine from the GXV model.

The GXV nomenclature was replaced by the reintroduced Sahara nameplate on auto models, with a choice of turbo-diesel or petrol V8 power.

The petrol model had an electronic accelerator and continued to be available with swerve and traction control.

The turbo-diesel had a mechanical accelerator linkage that wasn’t compatible with swerve and traction control, so the manual rear diff lock from the original GXV was fitted.

In what was seen by off-roaders as a series of backward steps the factory-fitted front and rear diff lock option was discontinued on all but the Standard model, the RV version was discontinued, and independent front suspension became the fitment on all but Standard and naturally-aspirated diesel GXL models.

In 2004, limited-edition Kakadu GXL automatic models were sold, with much-needed power adjustable front seats and front and rear air conditioning.

This model also featured 17-inch wheels, a tilt-telescope steering column and a cool box between the front seats.
 
For 2005 GXLs, manual driver’s seat adjustment was made standard, along with front and rear air-con and LED tail and stop lamps. The Sahara received electronically modulated suspension height and damping control.

With the 4.7-litre Lexus V8, matched to a new five-speed automatic transmission and independent front suspension, the on-road performance honours swung the way of the 2002 LandCruiser, along with better economy than the Nissan six.

The LandCruiser’s independent front suspension gave it a handling edge over the Patrol on all made surfaces and the Toyota’s rack and pinion steering was more precise than the Patrol’s recirculating ball unit.

However, the Patrol still had an off-road advantage, because the 2002 LandCruiser 100 Series had noticeably lower ride height than its predecessor and continued to use a weak rear LSD.

When it came to diesels the Nissan’s 4.2-litre, indirect-injection six and direct-injection 3.0-litre were competitive with the naturally aspirated Toyota diesel, but neither could match the Toyota turbo-diesel, in terms of performance or economy.

A small diff centre was found wanting in off-road conditions and failures were common.

Front and rear diff locks helped prevent the ‘spin-out’ that smashed many 100 Series’ diffs.

In early 2004 there was a spate of front suspension lower control arm failures in 100 Series IFS vehicles, so a check of any IFS model is necessary.

The failures seemed to be related to manufacturing processes, because the problem hadn’t been apparent in earlier 100s and wasn’t obvious in later models. ARB designed a retro-fit reinforcing plate to reduce the likelihood of lower control arm failure.

Toyota’s 4.5-litre in-line six and 4.7-litre V8 petrol engines have proven pretty well bullet-proof. Unlike Nissan, Toyota discourages LPG conversions on its petrol engines, so any LPG ’Cruiser needs to be assessed carefully. Valve seat recession is possible in gas-fuelled engines.

Diesel 100 Series need to have had regular, professional maintenance to ensure reliability, and a detailed service history is an essential requirement.

The naturally-aspirated 1HZ engine is a pre-chamber, indirect-injection type that needs oil changes at no more than 5000km intervals.

Many 1HZ naturally aspirated diesels have been fitted with after-market turbos and these installations give little trouble if the boost and fuel delivery haven’t been too ambitious, and servicing has been regular.

Many 100 Series have been modified to suit towing or bush work, with tyres and suspension being the most common changes.

The original Grandtreks were marginal performers on and off road and ground clearance was always an issue, but particularly so in the case of IFS models.

Vehicles used off road or for towing are likely to have suspension upgrades that incorporate a lift. Avoid 100 Series with high lifts, over 50mm, or you may have registration issues.

The 100 Series is infamous for the problem of freight in the back moving and locking the rear door latch. The latch is there as an emergency exit from the cargo area, but if you’ve fitted a cargo barrier you can’t get into the back to open the latch.

Make sure nothing can fall against the latch when the tailgate is shut. Another perpetual tailgate issue is dust entry causing the catches to seize.

We’ve heard of roof racks causing rain leaks inside the cabin, so check for rust.

The standard two-battery arrangement in turbo-diesel models is not what the market understands as a dual-battery installation, because both batteries are used for starting. You’ll need a third battery if you want to run a fridge.

Many owners were unhappy with the standard spare wheel location, under the auxiliary fuel tank, so a swing-away spare wheel carrier was a common fitment. This relocation allowed more fuel tank space and many owners fitted larger auxiliary tanks.