Toyota LandCruiser 70 Series V8 to continue – for now

The first Toyota LandCruiser 70 Series four-cylinder automatic has undergone extensive local development testing, resulting in different gearing for the transmission that’s also used in the HiLux and soon-to-be replaced Prado.

Toyota engineers have been working on the top-secret LandCruiser 70 Series program – known internally as WTF, for “why the four[-cylinder]?” – since 2019 to prepare the long-running commercial vehicle for tightening global emissions standards that will eventually bring an end to its diesel V8.

The result is a workhorse that maintains the rugged utilitarian look that’s been around since the mid-1980s but matches it to the 2.8-litre four-cylinder turbo-diesel seen in various Toyota models.

Along the way there have been some significant upgrades to tailor the familiar engine to the revamped 70 Series, which was revealed earlier this month and made its Australian debut at a media/dealer event this week in Melbourne.

“Don’t assume that we’ve simply taken the GD [engine] out of the HiLux,” says Toyota Australia vice-president of sales, marketing and franchise operations, Sean Hanley.

“We’ve made a raft of changes to ensure this powertrain lives up to high expectations of 70 Series drivers.”

One of those changes is revised gearing for the six-speed automatic transmission, in order to optimise it for a vehicle that is regularly used for hard-core off-roading and carrying heavy loads.

The top-secret development of the WTF LandCruiser 70 Series four-cylinder is all about saving fuel and reducing CO2 emissions – something that’s increasingly important for the mining companies, governments and fleets that are big customers of the LC70.

While Toyota hasn’t released details yet, the first four-cylinder 70 Series sold in Australia since 1991 – and the first automatic version since a four-speed gearbox was discontinued in 1990 – will use a lot less fuel than the carryover V8 manual’s claimed average of 10.7L/100km.

“Customers also expressed a strong demand for an automatic transmission because it makes the vehicle so much easier to handle for conditions such as towing trailers to sand hills,” says Hanley.

“The inline four does everything the V8 does but is easier to drive and more accessible.”

He says the four-cylinder “doesn’t compromise on performance” and will be “a big plus” for the long-running model.

Despite the downsizing, Toyota says the LC70’s ageing and undernourished V8, which the four-cylinder all but matches for power and torque, isn’t going anywhere in a hurry.

“There’s no plan to drop the V8 at all,” said Hanley.

However, the order pause that Toyota implemented in mid-2022 remains in place, and anyone wandering into a Toyota dealership today will be told they can only join the queue for the four-cylinder, not the V8.

It’s all about prioritising the thousands of customers queuing for the V8 models.

“Our order pause remains in place for now while we work through the customers who have been waiting,” said Hanley.

Toyota is offering those still waiting for a V8 the chance to switch their order to a four-cylinder, potentially getting them behind the wheel sooner, although it’s yet to announce pricing for the MY24 range.

As we’ve reported, the facelifted 2024 Toyota LandCruiser 70 Series line-up will arrive Down Under the fourth quarter of this year, brandishing a new retro-look front-end design, refreshed interior, improved multimedia, more safety gear and a mild-hybrid four-cylinder diesel automatic powertrain for the first time.

The first major Toyota LandCruiser facelift since 2007 follows the arrival of the more expensive MY23 model, bringing autonomous emergency braking (AEB) and a GVM upgrade in late 2022.

There are no changes to the V8, but the new four-cylinder option brings the same 48-volt mild-hybrid equipped 2.8-litre turbo-diesel that’s coming to the 2024 HiLux range early next year, producing 150kW of power at 3400rpm and 500Nm of torque over 1600-2800rpm.

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