Toyota LandCruiser 70 Series Ute 2021 Review

The Toyota LandCruiser is a vehicle that requires little introduction in Australia – and it’s hard to think of a time where the enduring workhorse has been in higher demand.

Amid sky-high used values, the LC fascination went into overdrive in 2021, when the new-generation Toyota LandCruiser 300 Series arrived.

The Japanese car-maker has also now launched a range of 70th Anniversary special-edition models based on the existing 70 Series range, which continues to rack up huge sales numbers in Australia.

Limited to 600 examples nationally, the 70th Anniversary editions span the 79 Series single-cab chassis and double-cab chassis models (200 and 320 units respectively), as well as the 76 Series wagon (80 units).

And, not surprisingly, as of yesterday (December 21) there were just eight of them still officially on sale in Toyota’s new-vehicle showrooms – just the one wagon, two dual-cab chassis utes and five examples of the single-cab chassis ute that we’re testing here.

The platinum anniversary commemorates the 1951 Japanese debut of the Toyota BJ, which three years later was renamed LandCruiser – a few years before construction magnate Leslie Thiess famously imported several LandCruisers for use on the rugged trails of the Snowy Mountains Hydro-Electric Scheme.

The LandCruiser has been considered an icon in Australia ever since.

Anyone with a passing interest in Toyota LandCruiser values at the moment will know one thing: they are ludicrously expensive.

Irrespective of second-hand or new, 300 Series or FJ40, Aussies are being asked to pay huge LandCruiser prices on the back of a surge in domestic travel, vehicle upgrades and recreational pursuits.

Not surprisingly, the 2021 Toyota LandCruiser 70 Series 70th Anniversary Edition has become an extension of the trend. It imposes a circa-$7000 premium on the already-expensive 70 Series GXL range, on which each model is based.

As such, the 70th Anniversary models are priced at a cool $80,050 (single-cab), $82,600 (double-cab) and $78,500 (wagon), all plus on-road costs.

Here, we’re testing the single-cab chassis version fitted with a heavy-duty steel tray ($4443.87) and an under-body tyre hanger ($596.50).

Those are the manufacturer’s recommended retail prices, of course, and in a trend we saw earlier this year with skyrocketing LandCruiser 200 Series prices that pushed the outgoing model to almost $200,000, the LC70 is following suit.

The frenzy surrounding LC200 was in part due to buyer demand for V8 diesel power, which remains a unique selling point of the 70 Series.

So, a quick perusal on carsales.com.au reveals the 70th anniversary single-cab chassis is trading as a low-kilometre used car for between $110,000 and $150,000 – up to $70,000 more than the RRP.

The 70th anniversary specials are distinguished from donor vehicles by a black heritage grille with ‘TOYOTA’ lettering and matching black front bumper and wheel-arch flares.

Completing the external updates are darkened 16-inch alloy wheels and headlight bezels, LED fog lights and daytime running lights and a ‘Heritage’ LandCruiser badge and ‘70th Anniversary’ badges above the front wheel-arches.

Inside, there are a number of options not previously available in the 70 Series, including black seat upholstery, a black leather-accented steering wheel and gear shifter, woodgrain-look instrument panel trim, silver accents for the air vents and black door switch trims.

There’s also a new black centre console with two additional 2.1-Amp Type A USB chargers and a pair of cup holders.

Those changes are over and above the regular LandCruiser inclusions: 6.1-inch touch-screen, satellite navigation, voice recognition, Bluetooth connectivity, powered aerial and powered windows, air-conditioning, snorkel, cruise control, electronic stability control and hill start assist.

As you might have gathered, many modern niceties including keyless entry, push-button start, steering wheel-mounted switchgear, electrically-adjustable side mirrors or even one-touch indicators (press down once for the indicator to blink three times when changing lanes) are not an option for LC79. It is the definition of bare bones!

On the safety front, the 79 Series LandCruiser is backed by a five-star ANCAP rating from 2016.

The truth is the 79 Series is sorely lacking in modern safety equipment, however, with no autonomous emergency braking (AEB), parking sensors, reversing camera, blind spot monitoring, rear cross traffic alert or lane keeping assist that is expected by the majority of motorists.

Some of those shortfalls are expected to be addressed by an anticipated upgrade to the entire 70 Series range due next year.

We suspect that upgrade will not include any mechanical or significant underbody changes, however.

The Toyota LandCruiser 70 Series is backed by a five-year/unlimited-kilometre warranty while service intervals are spaced every six months or 10,000km – shorter than most rivals.

According to Toyota, the LC79 ute will set buyers back $2160 to service over the first 36 months/60,000km of ownership.

Three colours are available in 70th Anniversary trim: French Vanilla, Merlot Red and Sandy Taupe.

The 2021 Toyota LandCruiser 70th Anniversary Special Edition bears no mechanical changes over its donor.

That means a 151kW/430Nm 4.5-litre turbo-diesel V8 and five-speed manual transmission with low-range and front/rear diff locks.

Official claimed fuel consumption is listed at 10.7L/100km combined.

The 79 Series rides on a familiar ladder-frame chassis, coil-sprung front live axle and leaf-spring rear, and features disc brakes at all four corners.

It also features a front track that is 95mm wider than the rear – 1555mm versus 1460mm – a statistic that has proved a thorn in the side of many LC79 enthusiasts who argue it diminishes the LandCruiser’s off-road ability in sand and mud driving.

We’ve never found it to be a deal-breaker in ordinary off-road conditions.

Our tester measures 5230mm long (with a 3180mm-long wheelbase), 1870mm wide and 1955mm high. It has a kerb weight of 2175kg (without tray).

In terms of all-important capacities, the 79 Series single-cab chassis boasts a 3.5-tonne braked towing capacity with 350kg down ball rating, as well as a 1225kg payload – reduced to 868kg on our test rig courtesy of its 357kg heavy-duty steel tray.

Gross vehicle mass (GVM) is 3400kg and gross combined mass (GCM) is 6900kg.

Say what you like about the execution and continuity of the Toyota LandCruiser 70 Series. The reality is that it has little to prove with the Australians who own them.

As evidenced across decades of use and different generations, the ’Cruiser has a tangible durability with farmers, industry and recreational types alike.

With that said, you’d be well within your rights to hold some scepticism upon first settling into the spartan cabin – even one as exclusive as the 2021 Toyota LandCruiser 70 Series 70th Anniversary Edition.

It is seriously bare bones, missing so much of the equipment you take for granted in a modern car.

Hard contact points, no digital speedo, an infotainment screen that feels 15 years behind the times – it’s clear the LandCruiser 70 Series isn’t for everyone.

Elsewhere, though, the driver’s seat feels well positioned and appointed, offering an open view of immediate surrounds and complementing a steering wheel with tilt and reach adjustment.

Storage is adequate, with an assortment of open cubbies and cup holders, plus enough space for an overnight bag behind the seats.

Four USB ports seems like a bit of overkill for the small cabin; it would have almost been better to introduce a 230-volt household outlet instead.

The 70th Anniversary upgrades feel suitably understated yet noticeable in the skin. The woodgrain-look inlays aren’t for everyone, but the rest of the space feels well executed and well put together.

Turning the key invokes more old-school charm, the 4.5-litre turbo-diesel V8 waking with a muscular oil-burning soundtrack.

Depress the clutch, slot it into first gear via the long-throw gear-shift – and so begins the quintessential LandCruiser experience.

This is a decidedly agricultural encounter; the key controls require considered driver input in order to make the LandCruiser go, stop or turn.

Tight car parks or a winding road tends to accentuate this trait, mostly with respect to the mammoth 14.4-metre turning circle!

You could easily disparage the 70 Series as being crude and rough. But at the same time, you could simply crack open a window, listen to the air intake and be left enamoured at what feels like a winding back in time…

In terms of ride and handling, the LandCruiser feels more relaxed on a B-grade road than many other single-cab workhorse utes, with a typical shimmy and tremor over undulations but none of the thudding or crashing that tends to afflict poorer-riding options.

Sure, the cabin is infiltrated by road noise and wind noise, but all told it’s more cossetting than you’d probably give it credit for.

Then there’s the engine. A 4.5-litre turbo-diesel V8 sounds impressive, but in reality the oiler feels shy of its advertised 151kW and 430Nm outputs, with a relatively narrow operating bandwidth and gearing required to suit a broader range of applications than normal.

Peak power comes on tap at 3400rpm while peak torque materialises between 1200rpm and 3200rpm. However, with that short gearing taken into account, not to mention restrictive software and hardware designed to reduce the diesel’s NOx emissions, it’s little wonder many LandCruiser enthusiasts treat those power and torque outputs as starting figures – often embarking on a laundry list of modifications in the search for higher numbers.

With that said, we found the base engine and gearbox largely inoffensive. There’s a relatively accessible torque curve on offer when unladen, and the diesel will happily muster energy around its punchier mid-range cadence.

With a load on board or in tow, the diesel is again willing to pull its weight, but you’ll be asked to work a little harder for it. A large trailer or boat will necessitate regular time in fourth gear on inclines, for instance, in order to maintain the engine’s sweet spot.

Where the LandCruiser 70 Series really comes into its own is off-road and in agricultural applications, with an innate ability to climb snotty terrain and an ease of use in spending lengthy amounts of time in paddocks and property access tracks.

The 235mm minimum ground clearance affords it excellent reach over obstacles, while the 700mm water wading depth underlines the off-road strengths.

On the day of our test shoot, we commandeered a 1991 Toyota LandCruiser 75 Series single-cab chassis with 731,000km on the clock – and still going!

The old versus new component of filming highlights how little the LandCruiser has fundamentally changed over the years.

It also goes some way in demonstrating the LandCruiser’s most tangible and appealing strength: that of durability. Few vehicles will stand the test of time like Toyota’s enduring workhorse.

Yes, the 2021 Toyota LandCruiser 70 Series 70th Anniversary Edition is expensive. Yes, it’s a little rough around the edges.

But it will do exactly as intended if you can get past the lofty price tag – including the inflated asking prices beyond the new-vehicle showroom – and the fact that it’s almost sold out.

It’s also a fitting tribute to a vehicle that continues to have a place in the Australian landscape.

How much does the 2021 Toyota LandCruiser 70 Series 70th Ann single-cab chassis cost?
Price: $80,050 (plus on-road costs)
Available: Now
Engine: 4.5-litre V8 turbo-diesel
Output: 151kW/430Nm
Transmission: Six-speed manual
Fuel: 10.7L/100km (ADR Combined)
CO2: 281g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2016)