LC70

The 70-series of today contains, according to Mr. Osamu Shinodu, chief engineer of the LC70 Product Planning Division, "all of the threads of history."

The biggest change was made in the transition from the 40-series to the 70-series. The market still demanded heavy-duty vehicles, but RV-type users were increasing and both had to be satisfied. While some people in Japan thought that the Land Cruiser was still too heavy and overbuilt in terms of quality, people in Arab countries complained that the Land Cruiser was becoming too soft. It was thanks to these competing needs, however, that the Land Cruiser was able to diversify in the directions it has today.

There were limits to what could be done to modernise the old design of the 40-series. The chief engineer at the time, Mr. Masaomi Yoshii, therefore introduced a complete overhaul in the design. In November of 1984, a new 70-series was born, bringing to a close a 29-year era during which the 40-series (and the 20-series) remained unchanged. Although it should be noted that the 40 series did continue in production for the limited market of Brazil, through 2001.

The first requirement for the new series was that the new Land Cruiser should not sacrifice any of its toughness, so a strong ladder frame was outfitted with rigid leaf springs. The body plates were thickened by 1mm for added strength. While leaving something of the image of the 40-series, such as externally added fenders, it was also given modern features such as curved glass. As before, there were three body types available, the short 70 (soft top and van). the middle wheelbase 73 (FRP top) and the long wheelbase 75.

Following the addition of several engine types, including the BJ74 LX with automatic transmission, the 70-series wagon underwent a complete makeover in April 1990. In addition to the original 2-door, a 4-door semi-long model was introduced. Its name was changed to the Prado, and with other design changes it took on its own identity, making the transition to a passenger vehicle and later branching off to it's own 90 series.

The design of the 70-series had little in common with its predecessor 40-series, but it did retain the heavy-duty image using lots of straight lines.

Toyota created several variations of the 70 series through the model run from 1984 through today. Most were of the standard Landcruiser heavy duty frame and axles and familier body style of the 70 series. But a few were turned into "light duty" Landcruisers. While retaining the same body style, these light duty cruisers used similier axles as the Hilux, but coil springs at all four corners. They also used the Hilux L series diesel engines or R series petrol engines. Most were sold in the short 70 series wheel base design, but a few were built as medium and long wheelbase models and called the Prado. As mentioned above, the Prado would later be redesigned and branch off as it's own series in 1996.

Until 1999, most heavy duty 70 series models used leaf springs and solid axles front and rear and either a 6 cylinder diesel or 6 cylinder petrol engine. Some earlier models used a 5 cylinder diesel engine. In 1999, Toyota introduced the most significant update to the 70 series since it's introduction in 1984. The new series was called the 78 and was sold exclusively in long wheelbase pick-up or wagon models (often called troop carriers). The new 78 series looked indentical to the older versions, but was actually wider and had more interior room. In addition, the front and rear suspension was revised. Solid axles were retained, but the front now used coil springs, while the rear had longer leaf springs. Some models even got a snorkle as a standard factory option. By 2002, Toyota finally included it's most powerfull 4.2 liter turbo diesel as an optional engine in the 78 series. All of this, makes the 78 series, the most off road capable Landcruiser ever built. And hopefully Toyota will see fit to continue production for many more years to come. It's quite clear, this is the last off road serious Landcruiser, unless Toyota takes the unlikely step of creating an all new direct replacement for this series.

The 70 through 73 series is the short and medium wheelbase version of the Landcruiser. These models were built in more variations than any of the longer wheelbase Landcruisers.

In fact, one version of the 70 series, the BJ70 (sometimes called RJ or LJ depending on engine used), actually used an entirely different suspension, coil springs all around and Hilux 8" axles, and Hilux engines, such as the 2LT and B13 diesels and 22R petrol engines. It was built from 1984 through 1989. Some models were actually imported into Canada from 1985 through 1987. In Australia and other markets, these "light duty" Landcruisers were called the Bundera. The Bundera was the only 70 series models to make it to North American highways. Other Bunderas were exported to Australia, Japan and other markets through 1992.

Today sales of the shorter wheelbase Landcruiser 73 and 74 models are limited to just a few countries, including Japan itself.

The 75 through 77 series is the original long wheelbase version of the 70 series Landcruiser. Built from 1984 through 1998 and destined for most markets, it was the most popular models. In 1999, the 78 and 79 series replaced it, but the overall design was retained. Most 75 through 77 series models used leaf springs at all four corners, but there were a few light duty models produced which used Hilux axles, Hilux engines and coil springs at all four corners. These light duty Landcruisers were common in the shorter wheelbases, but are fairly rare in this longer wheelbase form.

Most Landcruiser 75s were produced in either a cab chassis pick up model or in a 2 door troop carrier. These two body styles remain today as the exclusive models of the 78/79 series Landcruisers. Used primarily by commercial and government agencies, they have seen some extremely heavy duty use in some very remote areas. Proving the worth of Toyota durability.