Buying a used Toyota LandCruiser 200 Series (2007-2021)

Out ‘there’, where roads vanish and wheel tracks begin, where the trek between fuel stops is measured in days not distance, locals refer to big 4WD Toyotas as Tojos.

The Toyota LandCruiser during the past 40 years has generated immense respect amongst people who are hard to impress. But perhaps, in the case of its 200 Series, they might have considered changing the nickname to ‘Sumo’.

Australia saw its first VDJ200R LandCruisers late in 2007 but dated as MY08 models. Engine options were a 4.6-litre V8 petrol with 410Nm of torque at a highish 3400rpm or the grand-daddy stump extractor: a 4.5-litre twin-turbo V8 diesel.

They looked and were an immense vehicle, but with plenty of power to haul them about. The petrol V8 offered 202kW of power, the 4.5-litre twin-turbo diesel 195kW, but the stat that turned your innards to mush was the torque.

Diesels had a lorry-like 650Nm, arriving at a lazy 1600rpm and hanging about until you had either hauled that bogged Abrams tank out of trouble, or the tacho hit 2600rpm.

Three versions of the LC200 were initially available in Australia, with prices beginning at $69,990. That cost was notional though, because virtually all of them came loaded with factory options and additions from the massive range of aftermarket LandCruiser accessories.

Even those 200s that rarely left the city or pulled anything bigger than a box trailer would have the heavy-duty tow pack and likely be loaded down with a bull bar, extra lights and a roof rack as well.

Without any additions, the Toyota LandCruiser GXL diesel weighed 2555kg and that swelled by 175kg if you chose the top-spec Sahara. The 200 Series turbo-diesels would legitimately tow 3500kg (braked) and the permitted gross vehicle mass (GVM) was 6.8 tonnes.

A facelift in 2012 added GX models to the range, still with the 4.5-litre diesel but only five seats against the other models’ notional eight spots. It also cost $10,000 less than a GXL from the same year.

The GX was decently equipped, with air-conditioning, power windows, remote entry and starting. Steel wheels were standard, 18-inch alloys appearing at higher levels. All 200 Series come with a full-sized spare wheel.

Jump over the mid-spec LandCruiser VX to a turbo-diesel Sahara and the 2008 cost soared to $104,995. By 2018 that price had risen by $15,000, but the list of equipment remained breathtaking.

Seats were trimmed in leather, with the front and middle rows heated. The climate control could be tuned to chill or warm people in four separate segments of the cabin. It had a power-lift tailgate and a sunroof.

The sound system with nine speakers would adapt to almost any kind of input you desired. It would even play a cassette. DVD screens were options for the outboard rear passengers.

Bumping into something you didn’t see or hadn’t at least been warned about was almost impossible. Sensors and cameras guarded every unseen corner, there was a cross traffic alert, along with lane departure and frontal collision warning chimes.

If you did crash, airbags were everywhere, and the front seat belts were pre-tensioned. Basic models scored four stars from ANCAP for occupant protection, with that increasing to five stars where knee protection was fitted.

The Toyota LandCruiser shape hasn’t changed that much in half a century, but improvements inside have been amazing.

Anyone who owned an FJ55 Cruiser from the 1970s will remember flat bench seats in slippery vinyl, a bare metal dash, no sound deadening to diminish the transmission howl and needing to hop out to lock the front hubs.

Today, even a ‘cheap’ version of the 200 Series will have big, adjustable buckets, a middle bench with decent shape to it, lots of sound deadening and abundant safety features

Climbing aboard can be difficult, especially if you are vertically challenged or elderly, so side steps are a necessary evil. However, if you and your companions are agile and you want to go seriously off-road, steps that stick to mud and get caught on protruding rocks can be given the flick.

Selecting 4WD on the move in a 200 Series involves assessing the terrain you are about to encounter, selecting the appropriate setting and pushing a button.

With help from a mystical network of settings and sensors and an absolutely awesome 4WD system, the LC200 will plod its way through sand or mud, over rocks and down steep descents with no fuss and little obvious strain on machinery or driver.

The dash display links with the car’s Multi-Terrain Monitor to show more of the vehicle’s surroundings than a driver can feasibly see and there is a nifty Crawl Control feature that takes most of the trepidation out of terrifyingly steep descents. 

To be safe in tough terrain though, have a ‘spotter’ standing outside the vehicle to warn of hazards that the cameras might not see.

With every seat in use, there is some room left at the back for luggage, however big families on an extended tour will want their 200 to have the optional full-length roof rack.

For small items and to stop your water or coffee spilling there are nooks, crannies and cup holders, plus between the front seats a storage bin the size of a small car’s boot that has buried within it a cooler box.

If you intend travelling two-up with the seats folded and a big pile of belongings in the space behind, installing a stout cargo barrier to prevent your stuff entering the front compartment during a sudden stop or minor collision is a good move.

LC200 handling is a bit ponderous but fine for what, in most respects, is a light truck. Quality shock absorbers are essential to maintaining control and minimising body roll.

Make sure the tyres are running recommended pressures too. LandCruisers may have been used for beach trips and some owners, even when offering their car for sale, won’t fully reinflate the tyres.

Fuel consumption from petrol versions is pretty horrible but with the diesel not too bad. Nobody in the real world is likely to match the diesel’s official combined-cycle (city/highway) figure of 9.5L/100km, but 12-13L/100km is realistic.

Off-road running or towing a large caravan will naturally knock economy for a row and you will be grateful for the combined 138 litres of tank capacity.

Bear in mind when off-road that the spare wheel is mounted underneath the vehicle and that can cause problems if you’ve popped a tyre in rough terrain and can’t lower the wheel carrier.

A second spare in the back or up on the roof rack is sensible for long-distance Cruising enthusiasts.

>> LandCruisers can be taken almost anywhere but that doesn’t mean they will take rough treatment without damage. Before proceeding with your test drive, check for under-body damage especially to the sills, rear floor pans, body supports and exhaust system.

>> Diesels were known in some instances to use excessive amounts of oil, but this doesn’t seem due to a specific design flaw. More likely it could relate more to the type of lubricant used and how the vehicle is being driven. If you buy a V8, keep a regular eye on the oil level.

>> Another caution for those who do a lot of off-road or remote area driving is a tendency for the air intake to let dust bypass the filter and enter the engine. Brown, sludgy oil is a warning and if left untouched can allow turbochargers to fail or even cause the engine to seize.

>> Front drive-shaft boots may be dry, torn and leaking. Dirt or sand creeping into axle joints will cause rapid wear and perhaps failure of the shaft. Clicks and clunks when turning with 4WD engaged are warnings of damage.

Used vehicle grading for Toyota LandCruiser 200 Series:
Design & Function: 16/20
Safety: 14/20
Practicality: 14/20
Value for Money: 12/20
Wow Factor: 12/20
Score: 68/100

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