It’s one of the oldest cars on sale, and yet one of the hardest to get your hands on. So what makes the Toyota LandCruiser 70-Series wagon so popular?
2022 Toyota LandCruiser 76-Series GXL wagon
Icons come in all different shapes and sizes, and in the case of the 2022 Toyota LandCruiser 76-Series, it’s a square shape and big size.
First introduced in 1984, the LandCruiser 70-Series has been offered in a bundle of different combinations and with a raft of different engines these past 38 years, and can still be had as either a single or double-cab ute (79-Series), long wheelbase Troopcarrier (78-Series) or as a four-door wagon like ours (76-Series).
And yes you read that right. Thirty. Eight. Years.
Note too that I said ‘can still be had’ but really mean ‘could still be had’ as the venerable LandCruiser ‘classic’ is perhaps the hardest car to buy new in Australia right now.
The Toyota website won’t show committed pricing and many dealers won’t even take orders, as the wait list is currently out to 2026, with the brand not even able to confirm the car will still be on sale, for its 42nd year, when your spot comes around.
There are plenty of cars here and still running around though, and while prices are still high for near-new cars (even second-hand examples), the LandCruiser hasn’t fundamentally changed since its mid-life update in 2007, which means if you really want one you can choose from nearly 15-years worth of stock on the ground.
You may be thinking that this all sounds like madness, paying significantly over the odds (some cars are listed with a 50 per cent markup) for a decades-old machine. And while in large, you would be right, there are still a few intangible factors that make the ‘Seventy’ so appealing.
How much does the Toyota LandCruiser 70-Series wagon cost in Australia?
The list price on the 2022 Toyota LandCruiser 76-Series GXL wagon is $71,500, with our Merlot Red Metallic paint adding an additional $675 to the ‘before on roads’ cost. Six colours are available with only the flat white and iconic ‘Sandy Taupe’ no-cost choices.
That buys you 2195kg of big-box wagon ($32.60 per kilo) that dishes up 16-inch alloy wheels, contrasting over-fender flares, chrome trim, front fog lamps, snorkel, and all the 1980s nostalgia you can take, including the digital dashboard clock.
What it also buys you, and why the 70-Series as a whole is commanding crazy prices and long wait lists, is a 151kW / 430Nm 4.5-litre turbocharged V8 diesel engine, long-range (130L) fuel tank and a pair (front and rear) of locking differentials.
You can take away some of the bling (flares and alloys and diff-locks) and pay $67,400 for a Workmate version, but given the gap is minimal and you can’t get your hands on either, the GXL is our clear choice recommendation.
Note too that our car features genuine Toyota roof cross-bars and an alloy roof tray. The latter extends your height from the standard 1940mm to over 2-meters, so watch those carpark roof heights.
New prices are all well and good for cars you can buy, but why these are asking $100k-plus on the second-hand classifieds comes down to the fact the LandCruiser 70-Series has an exceptional reputation for capability and reliability, and at its regular price point, is somewhat of an apex-predator.
Simply put, there is nothing else quite like the ’76.
| Key details | 2022 Toyota LandCruiser 76-Series GXL Wagon |
| Price | $71,500 plus on-road costs |
| Colour of test car | Merlot Red |
| Options | Metallic paint – $675 Accessory roof racks ($221) and roof tray ($747) |
| Price as tested | $73,143 plus on-road costs |
| Rivals | Ineos Grenadier | one of the thousands of older 76-Series LandCruisers already on the road |
How much space does the Toyota LandCruiser 76-Series GXL have inside?
Climb up into the cab and you instantly step back in time.
No giant screens or slick LED lighting systems adorn the dashboard or trim elements. This is function over form everywhere you look, and for that, it works surprisingly well.
The seating position is good and comfortable, with plenty of space for taller drivers and passengers to settle in for a long haul.
Rear passenger room is reasonably commodious, albeit with a very upright seating position, with the cloth seats providing ample but not plush, comfort.
Storage-wise, you get a big glovebox and a couple of little cubbies, but just one cup holder and a mediocre storage box in the central armrest. Look at 70-Series LandCruisers on the road and you’ll see the drivers using the deep, upright dashboard as a storage tray for all manner of goodies. No wonder there’s a whole industry devoted to aftermarket storage solutions for these things.
Climate control is typically Toyota in its implementation, with cold or very cold air conditioning managed by simple levers and a dial. It isn’t fancy but it works and is far less likely to break when you need it the most.
The boot, behind the 40:60 split barn doors, is big, and you can fold the rear seat back, but Toyota don’t quote an official size, so we’ll stick with big. Note though that there is a decent gap under the rear bench that has a habit of swallowing smaller items in the boot. Put things in bags or invest in a custom integrated storage solution here too.
In summary, spartan is probably the best way to describe it, but that’s all part of the fun.
| 2022 Toyota LandCruiser 76-Series GXL Wagon | |
| Seats | Five |
| Length | 4910mm |
| Width | 1870mm |
| Height | 1940mm |
| Wheelbase | 2730mm |
| Ground clearance | 230mm |
| Payload | 865kg |
Does the Toyota LandCruiser 70-Series have Apple CarPlay?
Haha, no.
In the middle of the dash is the best the 1990s have to offer, a 6.1-inch touchscreen infotainment system, which offers integrated navigation and a CD player. You can rock that Cold Chisel album on repeat through the four-speaker sound system too.
Bluetooth telephony is supported, but the quality is pretty ordinary.
There are two USB charge points plus a media input point, so you can push your favourite podcast (we all know what that is!) from your phone, but you don’t get Apple CarPlay or Android Auto with the factory system.
The good part here is that the unit itself is a relatively generic double-DIN size, and given the global support base for the 70-Series, there are plenty of aftermarket options to upgrade this to suit your needs.
There are no digital feedback systems on the dashboard, there are no parking sensors there is no rearview camera.
This is not a technology platform in any way, with many die-hard fans suggesting the car is all the better for it. Fewer distractions, and much less to go wrong.
Is the Toyota LandCruiser 70-Series a safe car?
There’s no specific ANCAP crash report for the 76-Series wagon, but the 79-Series cab-chassis received a five-star rating when tested in 2016. Note that this speaks to the Toyota’s performance in a physical crash test and not the equipment fitted.
| 2022 Toyota LandCruiser 76-Series GXL Wagon | |
| ANCAP rating | Five stars (tested 2016) – 70-Series cab chassis |
| Safety report | Link to ANCAP report |
What safety technology does the Toyota LandCruiser 76-Series have?
We’ve updated our safety ratings to reflect ‘safety technology’ rather than outright crashworthiness. We leave that to the likes of ANCAP, as we aren’t testing how the car performs, but rather what it has to provide you with passive and active safety assistance.
And here, the 76-Series has a very short list.
Two airbags, driver and passenger, and ABS. That’s it. Full 1990s equipment list here.
If you want one to head off into the great wide yonder, this probably isn’t of primary concern, but if you want to shuttle around town with some rugged looks, then perhaps shop around, especially if you have young children on board.
How much does the Toyota LandCruiser 70-Series cost to maintain?
Many people look at the price, then the car, and simply ask why. Then they see the additional equipment and modifications people add to these, and ask why again. And then when you tell them what these are listed for, second hand, it’s ‘why’ on another level above.
Think of it as that Vince McMahon meme of increasing levels of shock.
The thing is, very little will deliver what the ’76 can for the price the ’76 can. And when you look at the long-term retained value, it becomes a far more justifiable value position.
Servicing isn’t cheap, as although capped at $375 per service for the first three years, the intervals are six-monthly, making it a $750 per year experience. Year four hurts, with costs leaping to nearly $1650, making a five-year service cycle a $5254 proposition.
Lucky about that resale value, huh!
Insurance for our sample driver comes in at $2425 per annum, based on a comparative quote for a 35-year-old male driver, living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2022 Toyota LandCruiser 76-Series GXL Wagon |
| Warranty | Five years, unlimited km |
| Service intervals | 6 months or 10,000km |
| Servicing costs | $2250 (3 years) $5254 (5 years) |
Is the Toyota LandCruiser 76-Series fuel efficient?
Toyota claims 10.7L/100km for a combined cycle and we saw exactly that in our time with the car. Expect things to drop a little (but not much) on longer trips but climb slightly if you are using the car off-road.
Given the engine operates in a very narrow rev-band, means your fuel consumption is never wildly variable.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 10.7L/100km |
| Fuel cons. (on test) | 10.7L/100km |
| Fuel type | Diesel |
| Fuel tank size | 130L |
What is the Toyota LandCruiser 76-Series like to drive?
I’ll be honest. I’ve not spent much time in 70-Series ‘Cruisers and largely didn’t ‘get’ why people wanted to drive one around the city.
This is a country car, suited to the infinite and unpredictable expanse of big Australia, right?
And yes, I will say it was a bit of a pain to shuffle around the suburbs, it’s a lot of fun!
That big, lazy V8 is so relaxed and effortless in its power delivery, that when combined with the accurate long-throw manual transmission, is basically foolproof to drive.
There’s basically no clutch point, as the V8 is nearly impossible to stall. You can be in any gear at any speed and there’s enough torque to move you along.
With all 430Nm available between 1200 and 3200rpm, it literally will pull effortlessly from idle.
You can start off from the lights in second or even third and the V8 just lopes along to help you gather gradual pace.
It’s not refined, it’s certainly not quiet, but the long bonnet and upright glasshouse and driving position give you a really commanding feeling on the road.
Vision is excellent all around, largely in thanks to the big mirrors and narrow pillars. Lucky too, as there’s no rearview camera or parking sensors. This is old-school, all the time.
Being an off-roader, the suspension is far firmer than you’d normally want on a touring drive, with even minor potholes and expansion joints jittering through the wheel. That said, it picks up to touring speeds well enough, and as you would expect, just sits there happily all day long.
Steep hills may require you to row back through the gears to maintain headway, but if pace isn’t important, the lazy V8 will just tick along and get you there, irrespective of which cog you are using.
Off-road is another experience entirely, as although the bumpiness increases, so does the willingness.
The LandCruiser doesn’t even hint that it wants to stop. Point it at a rut or a hill or a few moguls, and it will just dutifully rock and bump its way through, rarely breaking a sweat above 2500rpm.
There’s no rush of performance here, just infinite strength and flexibility. I know I’ve said ‘effortless’ a lot here, but really no other word quite sums the driveline up.
If back-country adventures in the 70-Series are your thing, have a read of Sam’s review of the 79-Series ute that supported our recent trip across the Simpson Desert in the new 300-Series LandCruiser.
Transition back from the dirt to the tarmac and lope your way into town, ideally nice and dirty, and again the big LandCruiser just manages what you ask of it, however basic it feels.
I honestly expected it to be more cumbersome than it is, but the easy transmission and light steering take much of the effort away.
Parking? That’s a different story, but this is a driving car, not a parking one, so just pick a big spot where you don’t need to reverse and it’s happy days.
Personally, I would look at a Defender or Grenadier as a daily, but that’s more a reflection of my wants for mod-cons than the LandCruiser’s ability to perform.
If there’s one takeaway I could share, handing the big red Cruiser back was far less easy than I expected. It really is an enjoyable car and left me wanting to head off on a much longer trip, away from where you even need parking sensors.
Point the square bonnet at the horizon, row it up to fifth gear and let the big V8 tick along with nothing but noisy, rugged adventure in its sights.
| Key details | 2022 Toyota LandCruiser 76-Series GXL Wagon |
| Engine | 4.5-litre turbocharged V8 diesel |
| Power | 151kW @ 3400rpm |
| Torque | 430Nm @ 1200-3200rpm |
| Drive type | Four-wheel drive |
| Transmission | 5-speed manual transmission with low-range |
| Power to weight ratio | 68.8kW/t |
| Weight | 2195kg |
| Spare tyre type | Full-size mounted on the rear door |
| Tow rating | 3500kg braked |
| Wading depth | 700mm |
| Approach and Departure angles | 33-degrees approach / 23-degrees departure |
Should I buy a Toyota LandCruiser 76-Series GXL Wagon?
The 2022 Toyota LandCruiser 76-Series wagon is an icon.
Think of it as Japan’s answer to the Land Rover Defender, and in many ways you can think of it as Australia’s Defender just for its emotional connection.
As when you step outside of the urbanized east coast, big Australia is clearly LandCruiser country.
That the car is inherently ancient and outdated in terms of other vehicles is of secondary concern, and in reality, only a contextual point for those who choose to drive the ’70 in the city.
It’s fun and easy to drive but compromised in so many modern ways that you do need to look past its iconic stature and work out if you really can deal with a 30-year-old car for everyday duties.
Bottom-line, the 76-Series is a car that is very much a considered choice.
If you want, or even need, the legend, there is no substitute, but with current wait times and inflated prices, if you just want to rock the look, we’d suggest you gravitate toward the new Defender or even the Ineos Grenadier as a more modern interpretation of a go-everywhere big wagon.
Australia will always be LandCruiser country, and the 70-Series will remain an in-demand icon for as long as Toyota is able to build it.
No, you can’t buy one right now, and you probably can’t even order one, but it is still worth reminding ourselves of how and why this car has become so untouchable.
The upside is, even if a new one is out of reach, there are decades worth of older ones still on the road, dishing up the same robust and legendary experience.
So no matter what your timescale or budget, there will always be an icon there for you.
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