Tow Test: 2024 Toyota LandCruiser 70 Series four-cylinder (2024)

The latest 2024ToyotaLandCruiser70 Series rangeoffers 17 variants across four body configurations including Single Cab Chassis, Double Cab Chassis, Wagon and Troop Carrier.

All body styles have a minimum of two model grades – entry-level WorkMate and the better-specified GXL – while the 79 Series Single Cab Chassis offers the mid-tier GX as well.

The 79 Series Double Cab Chassis GXL tested here starts from $83,500 plus on-road costs. Premium paint adds $675, while the tray adds another $5000 or so to the bill depending on what you have fitted. For example, a fully decked-out aftermarket tradesman canopy can be $10,000 or more, fitted.

The carryover V8 turbo-diesel with manual gearbox adds $4100 to the price, however you can’t actually get hold of it asToyota Australia continues to fulfil existing orders.

The 2024 Toyota LandCruiser 70 Series has a new front-end design, or rather, a reinterpreted one, which harks back to earlier40 Series Cruisers.

The rectangular halogen headlights have been ditched in favour of circular LED units, and the grille badge returns to the original white Toyota script. Indicator lights, bonnet, front guards, bumper and grille are fresh, too.

Inside, new instruments, steering wheel switches and driver and passenger map lights are about the only items to receive a revamp.

Of course, the big change is under the bonnet with the inclusion of the 2.8-litre four-cylinder turbo-diesel, which is matched to a six-speed automatic. It also picks up downhill assist control, second-gear start and a power/haul mode that isn’t available in the V8 manual.

The 70 Series carries over a standard snorkel, while the GXL continues with front and rear locking differentials as well as the addition of black alloy wheels (including the spare) shod with Dunlop Grandtrek AT1 tyres.

The only other change to the Double Cab Chassis GXL is the black/chrome front bumper and LED front fog lights.

Warranty is five years/unlimited kilometres, while scheduled servicing is every six months/10,000km. Capped-price servicing is currently set at $525 per service, which is effectively $1050 a year and $5250 over five years.

The updated 2024 Toyota LandCruiser 70 Series introduces lane departure alert, road sign assist (speed sign recognition only) and automatic high beam in addition to autonomous emergency braking (AEB) that was introduced in 2023.

The AEB system offers pedestrian and daytime cyclist detection with intersection assistance.

Features carried over include hill start assist, stability control, brake assist and electronic brake-force distribution.

There’s no rear cross traffic alert, no blind spot warning and even a rear-view camera is missing (except on the 76 Series Wagon). The lack of a rear-view camera, or even rear parking sensors, is the most glaring omission if you use the Double Cab Chassis in town.

As for airbag count, there are just two frontal airbags in the Double Cab Chassis GXL.

There is no current ANCAP safety rating. The previous model achieved a five-star rating under less stringent (and now outdated) protocols in 2016 – and that only applied to theSingle Cab Chassis, which has more safety gear (including extra airbags).

The 2024 Toyota LandCruiser 70 Series gains a new 6.7-inch multimedia touch-screen. It’s kitted out with wired Apple CarPlay and Android Auto connectivity as well as Bluetooth, yet no embedded sat-nav.

There are two new USB-C ports and a 12-volt socket in the centre dash.

The redesigned instrument cluster includes a 4.2-inch digital display that highlights vehicle speed, trip computer and the status of active safety systems.

The additional digital section of the instrument cluster is easy to use and read, and even the new 40 Series-inspired analogue gauges don’t trade in functionality for style.

Ergonomically, the multimedia system is initially a bit difficult to operate.

A new 2.8-litre four-cylinder turbo-diesel engine has become available in the 2024 Toyota LandCruiser 70 Series.

It musters 150kW and 500Nm, which is equivalent to the HiLux, Prado and Fortuner – although not with the mild-hybrid system rolling in for the2024 Toyota HiLux.

In the LandCruiser 70, the engine is mated to a six-speed automatic transmission only, which drives through a familiar two-speed part-time transfer case to live axles front and rear.

In the GXL’s case, electronically engaged mechanical diff locks are standard, while old-school free-wheeling hubs can be manually operated.

The carryover 4.5-litre V8 turbo-diesel produces 151kW/430Nm and mates with a five-speed manual gearbox.

With a bunch of easy freeway driving at 100km/h, the 2024 Toyota LandCruiser 79 Series Double Cab Chassis GXL averaged 9.1L/100km.

However, because it is basically as aerodynamic as a brick, we got better figures of 7.9L/100km on a long section of urban freeway where speeds were between 80-90km/h.

With a 2900kg full-size tandem-axle caravan behind, the fuel average rose to 16.1L/100km, which is a good result while towing such a heavy van.

You might think the LandCruiser 70 V8 manual would be much worse. However, when we last tow-tested it (also as a Double Cab Chassis GXL), the fuel figure rested at 15.9L/100km – admittedly with alighter 2500kg caravan behind it.

There will be little cause for range anxiety if you’re towing something big and travelling Outback with the four-cylinder 70 Series, going on the figures we achieved, at least.

With our fuel average of 16.1L/100km you could tow a theoretical 757km (including a 50km safety margin) with its 130-litre fuel tank full.

The 2024 Toyota LandCruiser 79 Series Double Cab Chassis GXL does not lose towing capacity with the four-cylinder engine. It has the same 750kg (unbraked) and 3500kg (braked) capacity, as well as the 350kg tow ball download maximum.

The dual-cab GXL four-cylinder is 55kg lighter than the equivalent V8 (2185kg) and it has an identical 3510kg GVM as the V8, which gives this four-cylinder model a 1325kg payload.

With a 6800kg gross combined mass (GCM), you can run almost, but not quite, a full payload while towing the maximum 3500kg. It’s about 210kg short, which would be accounted for by tow ball download mass anyway, no doubt.

However, what you must also consider is that the 70 Series Double Cab Chassis GXL offers you almost a tonne of payload, not even including the tow ball download mass – and that makes it one of the best in the business in terms of permitted towing masses.

We needed to tow a 1600kg Avan caravan for a review, which is why we appear to have a very small van tested behind the LandCruiser. However, we were then able to grab a full-height, 2800kg Millard tandem off-road van separately to conduct weightier tow testing.

With no camera to guide you, hitching up is a hit-and-miss affair. The tow bar is tucked under the rear a little too, also making it awkward to hitch up.

That said, we found it unnecessary to add towing mirrors given the wide exterior items as standard.

The way the LC70 Double Cab Chassis GXL sits unladen appears a little nose-up, so with a tow ball download of about 280kg it’s a bit more accentuated. We measured a droop at the rear of 25mm and a 20mm rise at the front, both being within an acceptable range.

Getting going with 2800kg behind it, the LandCruiser certainly felt the weight. But the thing is, it’s just so much easier to drive than the manual V8 and feels more responsive.

On the freeway, gathering speed wasn’t instant, and hill climbing does clearly take the edge off. However, it remains responsive and is by no means gutless or unbearable for towing performance.

The LandCruiser has a power/haul mode, which makes downshifts more eager either for performance or engine braking. We didn’t use it much, because while handy in the hills, for our mostly flat freeway/highway cruising it just ends up making the engine use more fuel.

As it was, (without power/haul selected) the transmission settled into fifth gear at 100km/h, showing 2100rpm. Heading down a slope it’d upshift to sixth gear in a deliberate and measured way, unlike some transmissions that can’t seem settle in a gear when towing a heavy trailer.

Where the LandCruiser was not so settled was with sway. While it may well have been influenced by a caravan that needed some payload added (such as full water tanks), it became clear that the 70 Series is not a complete towing natural like, for example, theToyota LandCruiser 300.

While sitting at 100km/h the rig felt quite settled, but quickly changed with turbulent air around it. When passing a large vehicle, the disturbed air would shift the van around and the Cruiser’s lack of steering feel and sheer grunt made it a bit difficult to correct.

Slowing to 90km/h near trucks helped, as did adding more payload in the right places of the trailer. If those measures don’t rectify the situation for you, using a weight distribution hitch would.

The old-school 2024 Toyota LandCruiser 79 Series Double Cab Chassis GXL interior is basic for the dollars spent, but it works.

The seats are comfortable, the instruments all accessible and everything is, for the most part, simple.

The question is whether such simplicity should require so much money to obtain it.

If you’re buying this as a private vehicle primarily for towing with a family, be aware the LandCruiser 70 has not really been updated in the rear of the cabin.

That means things like a lap-only centre seat belt, no top-tether strap points for child seats, no rear curtain airbags and no luxuries like air vents in the back.

Well, that’s the million-dollar question and a hard one to answer with the 2024 Toyota LandCruiser 70 Series.

It is so outdated it’s not funny, it’s very expensive despite the meagre safety/tech features offered and yet people who buy them, love them.

This vehicle makes sense primarily for work – particularly if that work is in the bush and requires hauling loads either in the tray or on a trailer.

There’s no doubt that the four-cylinder powertrain offers more accessible power and torque than the V8 for solo driving and towing, but it lacks the theatrics of the turbo-diesel V8.

Bluntly, if you want the best family tow hauler, you probably should look elsewhere – such as theLandCruiser 300 Series.

Buyers could still conceivably fall for the LC70 for towing. For those who want the four-cylinder auto version, you’ll gain a vehicle that has a large payload and towing capacity, is quite fuel efficient and is relatively easy to drive.

If you’rehell-bent on the V8, join the back of the queue – and be aware that you might never reach the front…

This article originally appeared on Carsales.

2024 Toyota LandCruiser 79 Series Double Cab Chassis GXL at a glance:
Price:$83,500 (plus on-road costs)
Available:Now
Engine:2.8-litre four-cylinder turbo-diesel
Output:150kW/500Nm
Transmission:Six-speed automatic
Fuel:9.6L/100km (ADR Combined)
CO2:253g/km (ADR Combined)
Safety rating:Unrated