2025 Toyota LandCruiser 76 Series 2.8-litre manual review

They say the more things change, the more they stay the same. And while Toyota's somewhat indeterminable model might have gone through the most major update since the new 70 Series first arrived in the mid-1980s, it's still the same old piece of automotive equipment that serves a distinct purpose... for some.

If most Australian buyers were honest with themselves, they would admit they bought a car like this for the looks more than anything else. This is especially true now that the V8 has gone to God.

But underneath that macho aesthetic is a vehicle that has held true in its purpose, changing only in minimum quantities as needed in order to stay on sale.

Now available only with four-cylinder turbocharged diesel power, the Toyota LandCruiser has become a more expensive proposition in recent years.

What we have here is the 2025 LandCruiser 76 Series in GXL trim and equipped with a 150kW/450Nm 2.8-litre four-cylinder turbo diesel engine. That's right, the much-loved V8 is gone, and we've got effectively the same engine as what you get in the lower-priced Toyota HiLux. It's also in the HiAce, Fortuner, LandCruiser Prado and Coaster bus. It's also used on the Thairung Transformer, but I'll warn you to get some soapy water ready for your eyes before you google it.

What's new here, though, is that the four-cylinder engine is now matched to a five-speed manual transmission. It's not the six-speed that's available in the HiLux, but rather the same gearbox that has been adapted for use in the LandCruiser. This engine originally launched with a six-speed automatic.

Recent updates – powertrain aside – for the long-serving 70 Series are minor. There are new LED headlights at the front, and a new (but old-feeling) infotainment screen matched to a retro-styled instrument cluster. Add on a second row that can tumble with a 60/40 split, and that's about it.

It's incredibly minor and still so basic overall. But that's the point with this car.

Mechanically speaking, the five-speed manual transmission has been tweaked to suit the application of a 70 Series LandCruiser with this 2.8-litre engine. Gears one through to three are shorter in this case, there's improved triple synchronisation, and a 12-inch clutch with a new flywheel.

Otherwise, we've got the same range of live axles front and rear, with coil springs up front and old-fashioned leaf springs at the rear. The 76 Series gets the shortest wheelbase (2730mm) and shortest overall length (4910mm) – not counting the WorkMate variant.

Don't forget that Toyota LandCruiser searches will also includes a 300 Series LandCruiser, along with the 79 Series ute and 78 Series Troopcarrier. But for those looking for a deal, find new and used Toyota LandCruisers for sale at Drive Marketplace. You might even find a V8 in there.

The interior of the LandCruiser 76 Series is, well, a joke by modern standards. It has a cupholder and an infotainment system that looks like it was pinched from the bargain bin of Strathfield Car Radio back in the day.

Intrinsically, the seating position is good, the seats are comfortable enough (but not excellent), and visibility is great from the driver's seat. And that Toyota velour, which is on track to outlive Christianity, is hard-wearing and charming in its own way.

Beyond the fact it actually has a second row, there is not much to report on behind the driver of this 76 Series 'Cruiser. It's more cramped than you probably expect, without enough room adults to really fit in comfortably. 

It's also missing, well, just about everything aside from seatbelts and windows. If you want a better second row in a similar vehicle, you'll unfortunately need to spend up significantly for an Ineos Grenadier. 

The boot space is more TARDIS-like, with the square shape able to be filled up to the roof surprisingly well. It's no Troopy, of course, but I was able to fit a big load of camping equipment (including two bulky swags) without issue. 

And you can load it up happily as well. I don't think you'll be exceeding the 1210kg payload here unless you're in the trade of transporting bulk iron ingots. Toyota doesn't quote a number here, and those who want to go for a full-time camper will, of course, be better served with the Troopcarrier. But the amount of space here is good regardless.

Yes, the 2025 LandCruiser 70 gets Apple CarPlay and Android Auto connectivity. However, it's not done particularly well.

The screen, which is 6.7 inches in size, is lacking in clarity, brightness or an operating system that provides any kind of positive user experience.

It feels like an aftermarket tack-on (and a cheap one at that) rather than a properly integrated solution. This isn't the same system you'll see in other Toyota vehicles, because it's not up to snuff.

Aside from having a wired Apple CarPlay and Android Auto connection (via that integrated USB-A port), there isn't much else to report here. No digital radio, no native navigation, no real features other than being able to plug your phone in.

Take one look at the LandCruiser, and you'll probably expect it to not have much safety pedigree behind it. While Toyota snuck a five-star rating in for single-cab models back in 2016, that has since been outdated and the vehicle we have here (along with the broader 70 Series range) is unrated.

The LandCruiser 70 Series isn't utterly devoid of active safety equipment, but there are a few things to report on here.

This variant, along with the full-bodied Troopcarrier, gets a reversing camera as standard kit, but the cab-chassis nature of other models means there isn't a camera fitted. However, getting one installed as part of your tray shouldn't be too much of a hassle.

Autonomous emergency braking is now backed up by lane-departure warning, traffic sign recognition and automatic high-beam headlights, which are a more powerful LED beam. There's also an off-road hill descent control system.

Lane-departure warning – which is only a warning without intervention – can get a little titchy on country roads and is best turned off.

Of course, there is a long list of things the LandCruiser 70 Series also doesn't have.

The LandCruiser 70 Series gets six-monthly service intervals (twice as often as most other cars) along with 10,000km limits.

This could be annoying for some but assuring for others. And costing $545 per visit, you're looking at $1090 per year for the first five years or 100,000km.

Twelve months of insurance is set at $1722.92 for this particular test vehicle. This is a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Against a claim of 9.6 litres per 100 kilometres, we saw a higher figure of around 11.5L/100km during our testing with the 76 Series.

We put over 500km on the vehicle in our testing, which was a split between loaded highway driving (which isn't great for efficiency) and off-roading. We also did a little bit of suburban and driving in traffic in the meantime.

A powertrain assessment for this vehicle needs to come from two different places: the head and the heart.  

And to start with the blood-pumping organ first, it's impossible not to miss the grunty charm of that now-gone V8. While performance was undoubtedly lacklustre, it had a rumbling soundtrack and dogged imperiousness to stalling that is easy to love. 

Highways, where it revved high and without enthusiasm, providing little other than noise, were the enemy. But once you got into some lower-speed situations and yanked that lever into low-range, it shined.

It's one of my all-time favourite engines for off-roading, mostly because of the voluminous off-idle torque.

So, it’s more about how it feels, rather than how it goes. Obviously, there is a much higher ceiling here for modification and performance, but I’m dealing with the standard offering in this case.

But when you use your noggin, you see that in terms of performance, there isn't much really that the 2.8 cannot do in comparison to the old V8.

Yes, there is an argument about understressed engines lasting longer and providing fewer problems. But I also know which engine I'd prefer to swap a starter motor on.

The stats on paper don't lie, and even though we have a trimmed-back level of torque here with the manual transmission, performance around town and on the highway is better. Power is easier to access, the engine is happier to rev, and the gearing feels to be a better match. 

No, it doesn't have that high-displacement anti-stall feeling, but the engine is still good and easy enough to manage off-road.

Plus, the four-cylinder engine will use less fuel, make less noise, provides less weight over the nose, and will be cheaper to service in the long run. Good points for the brain, you see.

Otherwise, the LandCruiser 76 is still the same old 'Cruiser we all know and love (or just completely don't understand). It's a  weapon off-road, mostly thanks to the standard locking differentials and excellent overall clearance.  It can feel tall and tippy at times on side angles, and those low-slung rear leaf packs give some chance to get hung up. But the low gearing and analogue nature are engaging and rewarding to drive off-road, forcing the driver to keep up their end of the bargain. 

Steering is old-school and slow owing to the mechanical set-up required of a live-axle four-wheel-drive, but it's not as much of a chore as some might expect. 

The shorter wheelbase trims the turning down from abhorrent to awful, and the ride quality does settle down nicely when you load the car up with gear. 

It's still noisy, both in terms of wind noise and general powertrain hum. You'll likely feel a little more fatigued from this bad boy after a few hours compared to something more modern. 

With a six-speed manual transmission available behind the same engine, though, you really need to ask why you would choose three pedals over two. I get that many prefer to change their own ratios, and I enjoyed rowing along in my time here. And, there would be something in the mechanical familiarity.

However, the six-speeder has an extra gear for highway cruising, good calibration, and is easier to drive off-road. And with 50 extra newton metres, it doesn't feel tardy at all in comparison. 

Along with that prodigious payload, you have a 3500kg braked towing capacity that is backed up by a generous 7010kg gross combination mass.

While we didn't do any towing testing on this round with the LandCruiser 76 Series, this means you can use your full 3500kg braked towing capacity and big payload at the same time. There's no robbing Peter to pay Paul.

Despite the multitude of serious and annoying shortcomings of the LandCruiser 70 Series against any other modern car, I still love this vehicle dearly and understand its place in Australia. It's not just the heartstrings tugging either. There is a mix of capability and utility here that puts it into a field of one still.

Now the Ineos Grenadier exists, you at least have an alternative option to this long-serving LandCruiser. That hasn't been the case since the demise of the Nissan GU Patrol or original Land Rover Defender. 

And while there is a lot to like about the Grenadier – especially with those silky BMW six-cylinder engines under the bonnet and the significantly better second row – there are two main areas where the LandCruiser has an unassailable advantage.  

Firstly, price. The LandCruiser, while still overpriced in my opinion, feels like a bargain compared to the Ineos. And that's no mean feat.

And secondly, payload and weight. The LandCruiser is significantly lighter than the Ineos, which is beneficial for capability and efficiency. But it also yields a much healthier payload, which is a crucial element for a vehicle like this.

For a two-up touring vehicle with simplicity and durability at its core, the 76 Series still takes some beating. 

It's slow, simple, old, lurching and heavy-feeling to drive. I also think it's too expensive for what it is. But I'm damned glad this dinosaur still roams showrooms for now.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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