Toyota LandCruiser 70 Series 2024 review

In some respects this is a very simple question to answer - no. No, the 70 Series does not represent good value for the price. How can any car that costs $79,300 and comes with wind-up windows possibly represent good value?

Well, if you need to access remote locations in Australia's vast landscape and don't mind winding up the windows yourself, there isn't much else to choose from. And certainly no other vehicle on sale with the proven track-record of the 70 Series.

That's why the 70 Series range costs so much, beginning at $75,600 for the 76 Series Wagon WorkMate with the four-cylinder diesel.

The 2024 LandCruiser 70 Series - which incorporates the 76 Series Wagon, 78 Series Troop Carrier and 79 Series utes - has arguably had the most comprehensive upgrade since it first arrived way back in 1984.

For that price the WorkMate variants get the aforementioned wind-up windows, miss out on the small, 1980s era digital clock and get '80s style vinyl-trimmed seats.

But, air-conditioning is standard across the range, as is the new 6.7-inch multimedia touchscreen and a 4.2-inch digital display on the instrument panel.

The new media system also means you can use wired Apple CarPlay and Android Auto. The sound system is just two-speakers in the ute and four speakers in the Wagon.

It does now feature the same steering wheel as the Toyota HiLux as well as a new instrument display and a multimedia touchscreen.

Stepping up to the mid-range GX models, which is only available with the utes, there's still do-it-yourself windows but you do get the digital clock and a pair of USB-C ports.

The GXL trim level ups the luxury, with power windows and '80s spec fabric upholstery.

Despite its big, boxy exterior the 70 Series feels like Doctor Who's TARDIS in reverse - big on the outside, small on the inside. In the Wagon and the Dual Cab ute there's surprisingly little space in terms of passenger room and small item storage.

The seats seem unchanged from the '80s so are flat and lack lateral support (although the steering wheel is more modern and appears borrowed from the HiLux).

In the Wagon and the Dual Cab ute there’s surprisingly little space in terms of passenger room and small item storage.

There's decent room up front, and the high seating position gives you a good view of the road ahead. However, the rear seats are tight on knee and foot space, as well as limited on amenities; no air-con vents, cupholders or even door pockets.

In fact, only the Wagon gets front door pockets, and even then they are extremely narrow and only suitable for thin items like a muesli bar or some papers.

Despite its big, boxy exterior the 70 Series feels like Doctor Who’s TARDIS in reverse - big on the outside, small on the inside.

The good news for those who opt for the four-cylinder is the layout around the automatic transmission has allowed Toyota to create some extra small item storage space between the seats. There are two cupholders and two other small recesses in which to keep odds and ends.

The new media screen is an obviously modern touch (especially as it sits above the '80s air-con sliders) but notably it doesn't run Toyota's usual interface and instead has a much simpler operating system.

The new media screen is an obviously modern touch.

When it comes to assessing the driving dynamics of the 70 Series it's important to remember context. This is not a vehicle you buy because you want to go camping one week a year and then drive around the inner-city and suburbs.

At least you wouldn't unless you enjoy making life hard for yourself.

When it comes to assessing the driving dynamics of the 70 Series it’s important to remember context.

Even on the freeways out of Broken Hill the 70 Series, the ute and Wagon, felt unsteady at 100km/h. Around town the slow steering makes it hard work negotiating tight intersections and parking.

Instead, the 70 Series range is designed for unsealed roads or, as Toyota likes to say, 'no roads'. Remote locations that may not have even an access trail.

The new four-cylinder engine and automatic transmission also make for an easier off-road experience.

And in those conditions it shines, showing off its immense capability that very few other vehicles on the market today can match.

The new four-cylinder engine and automatic transmission also make for an easier off-road experience.

With more torque the four-cylinder has no trouble matching the 3500kg braked towing capacity of the V8, too.

You simply drop it into low range (using the stubby lever, not some fancy modern dial) and point it where you want to go.

It has an amazing ability to scramble over rocks and through sand and ruts (even if it still has mis-matched tracks front and rear).

It has an amazing ability to scramble over rocks and through sand and ruts (even if it still has mis-matched tracks front and rear).

With more torque the four-cylinder has no trouble matching the 3500kg braked towing capacity of the V8, too.

We pulled a 3100kg caravan with the four-cylinder and it showed little sign of struggle even going uphill.

This is not a vehicle you buy because you want to go camping one week a year and then drive around the inner-city and suburbs.

The 70 Series is covered by Toyota's standard five-year/unlimited km warranty, and some owners may test that mileage coverage, given how many you see in remote areas.

The entire range is covered by the company's usual capped price servicing program for the first five years/100,000km.

Servicing intervals are only every six months or 10,000km, whichever comes first, which is shorter than average but not too unusual for a diesel.

Each visit will cost $525 per service, so $1050 per year and $5250 over the first five years.