Toyota Land Cruiser Black Bison Edition

Massive 20-inch alloy wheels and a rear diffuser on a Toyota Land Cruiser? Welcome to the fabulous world of Wald International and its 'Black Bison' series.

Toyota's engineers may not have had this in mind when they were designing their range-topping luxury off-roader, but what the market wants, the market gets. Following the release of a set of teaser shots back in March, Wald International has published a full image gallery (31 to be precise) on its new Black Bison package for the Land Cruiser.


The blacked out styling kit for the Land Cruiser that now includes a glossy black front grille comprises of a new front bumper with larger front intakes, a pair of twin fog lights and a lower spoiler, beefy side-steps incorporated in the side skirts and wider fenders.


At the back, the styling package adds a wider bumper that houses a rear diffuser and quad exhaust pipes, rear gate spoiler (under the window) and a roof spoiler that would make any WRX owner green from envy. Customers can choose between black or dark chrome 20-inch alloy wheels.

2006 Toyota Land Cruiser Amazon

Incredibly tough off-roader that offers good equipment, excellent space and bank vault build quality - but feels big, slow and crude compared to more recent rivals.

Features Summary

Truly great in the wild, and the choice of people in the parts of the world where durability is valued above all else, but the Amazon is unsuited to British roads or tastes. The sheer size of the Toyota Land Cruiser Amazon makes it difficult to park or to navigate narrow gaps in, ride quality is compromised by occassional crashes over big bumps, and handling is less than accurate. V8 Petrol engine gives good performance at the cost of horrendous fuel consumption, the 4.2 turbo-diesel sounds loud but offers reasonable performance and considerably better economy. Enormous interior space and excellent standard equipment are the upsides, plus a substantial saving over a Range Rover.

2002 Toyota Land Cruiser 120 series

All New Prado Released (120 Series station wagon simply Toyota Land Cruiser in the UK market) - the new Prado was released late in 2002 in both GX and VX turbo diesel form utilizing the an intercooled version of the 3.0 L KZ-TE engine found in the Hilux. This oil burner produces 96 kW and 343 N·m of torque. From April 2003, a new 4.0 L V6 gasoline engine will be available, delivering 183 kW and 382 N·m. Both models now come with 17 in (432 mm) wheels, limiting tire choice. The new Prado’s body has 60% more torsional rigidity, leading to improved off and on-road performance, lower noise and better quality.

Smaller in dimensions than the newer Sequoia, Toyota’s most costly full-size sport utility vehicle has a history that dates back to the company’s early days in the U.S. market. It is the slowest-selling member of the company’s SUV group, with only 15,509 Land Cruisers sold during 2000 - and that figure represents a slight drop from the previous year.

The Toyota Land Cruiser and the Lexus LX 470 share the same basic design and major components, but Lexus’ SUV has more standard features and additional luxurious furnishings. A third-row seat, automatic rear climate control and a HomeLink transmitter are new standard features for 2002. Among the few Land Cruiser options are a JBL sound system and a navigation system with a DVD player.

Exterior

The Land Cruiser’s overall length is 192.5 inches, which makes it about 6 inches shorter than the Chevrolet Tahoe and a foot shorter than the Lincoln Navigator. The Land Cruiser rides a 112.2-inch wheelbase, is 76.4 inches wide and stands 73.2 inches tall. Access to the cargo area may be achieved through a window that flips up and a tailgate that drops down.

Interior

Seating for five occupants used to be standard, with two front buckets and a split three-place bench that folds to hold more cargo. The formerly optional three-place rear seat is now standard for 2002, so the Land Cruiser’s seating capacity bumps up to eight - though children fit in the third row better than adults. The split rear seat also folds outward for additional cargo space.

Cargo volume is 91 cubic feet. Standard equipment includes leather upholstery, automatic climate control, a six-CD changer, power sunroof and remote keyless entry.

Under the Hood

The Land Cruiser uses a 230-horsepower, 4.7-liter V-8 engine and a four-speed-automatic transmission, which team with permanently engaged four-wheel drive; the Lexus LX 470 uses the same powertrain. A limited-slip rear differential and traction control are standard. Standard equipment includes antilock brakes and Vehicle Skid Control, Toyota’s electronic stability system that applies brakes to individual wheels as needed.

2001 Toyota Land Cruiser Prado

The attractive new Toyota Land Cruiser PRADO is no ’soft’ 4x4. Permanent 4WD, a rugged body-on-frame design and HAC give tremendous off-road handling. A 4.0-litre VVT-i 249PS V6 petrol engine offer responsive power. Dual zone air-conditioning enhances comfort. Class-leading durability and safety come standard.

Features

High torque engine powers Land Cruiser PRADO absolutely anywhere using a permanent 4WD transfer box. A choice of high or low ratios - you can select on the move - guarantees optimum traction. Land Cruiser PRADO will wade through water more than 700mm deep, attack a slope of 32 degree and has 220mm of ground clearance, which can be raised with the H-infinity TEMS air suspension. And a field monitor keeps you constantly informed of the Land Cruiser PRADO’s angle of inclination.

The new Toyota Land Cruiser PRADO matches its off-road capability with outstanding all-road performance and driving enjoyment. Its engine offers highly responsive power. An all-new, lightweight alloy, 4.0-litre [VVT-i] V6 petrol engine (183kw/249PS at 5,200rpm) gives the new Land Cruiser PRADO premium car performance. Ride comfort and safety are outstanding. Active Traction Control (A-TRC) and Vehicle Stability Control (VSC) help prevent skidding. Latest generation Toyota Electronic Modulated Suspension (TEMS) ensures best ride comfort on all surfaces.High quality seating and interior trim is used throughout the cabin. The centre console is modern metallic to complete the exclusive feel.

The Toyota Land Cruiser PRADO name has an unrivalled reputation for durability, earned through more than 50 years of consistent quality and reliability across the globe. More than 4 million Land Cruiser PRADO have been sold worldwide since launch. The new Land Cruiser PRADO builds on that heritage with no compromise on quality. It has the traditional, tough ladder frame design; full under-body protective coating and a strong high-tensile steel body with anti-corrosion treatment.Land Cruiser PRADO has strong, long travel suspension for optimum off-road performance but also offers comfortable, stable on-road driving.

Safety was designed into the new Land Cruiser PRADO from the start.Its chassis frame offers excellent impact protection while the low centre-of-gravity, long wheelbase and wide wheel track give excellent handling and stability. A combination of active and passive safety systems ensures optimum protection for driver and passengers.

1998 Toyota Land Cruiser 100 series

The Land Cruiser 100 represents the culmination of 50 years of building 4x4s. Today, the Land Cruiser has evolved from a serious Jeep type 4x4 into the ultimate luxury all wheel drive sport utility vehicle. While it is considered by most as far more of an upscale luxury sport utility, than the down in the dirt rough and ready 4x4 that is it’s roots, Toyota still managed to maintain it’s incredible off road durability, while making this model the most highway friendly Land Cruiser yet.

History

In January of 1998, the Land Cruiser 100 series was born to most of the world. (A few countries, most notably in South America, would retain old 80 series.) By this time, the Land Cruiser had earned a strong reputation worldwide for its high performance on difficult terrain as well as for its maneuverability and durability, but the evolution from bare bones hardcore off road utility vehicle to all wheel drive luxury was well underway.

With the development of the Land Cruiser 100, Toyota created a prestige 4WD with significantly improved on-road performance, while sacrificing a bit of its traditional off-road abilities. With double wishbone IFS front suspension and rack and pinion steering, the Land Cruiser 100 was designed to feel more like a passenger car than its heavy-duty predecessors. To further improve comfort and steering stability, hydraulic vehicle height adjustment and dynamic suspension control were added as options, aiming at improved performance on paved roads. The interior was luxurious, with air-conditioning and high-end audio, and an optional DVD navigation system and full leather interior standard in many models.

In December of 1998, the Japanese market Cygnus was released for export to the US. Styled just like the LX470, this model was positioned as the luxury class Land Cruiser 100, more prestigious than the LC100 itself.

Though the Land Cruiser 100 continues to evolve into a passenger car, there are still users overseas who drive it off-road. To meet these needs, such as in Australia and other rugged environments, Toyota has created a Land Cruiser 105-series with a solid front axle and coil springs in the suspension. While officially the 105 series, it’s often referred to as simply the base model 100 series or the 100 series GX. Toyota essentially placed the new 100 series and interior onto an older 80 series frame and suspension. The differences between the base solid axle 100 and most expensive luxury version is stark. The 105 Land Cruiser can be had with manual locking hubs, a manual transmission and part time transfer case, in addition to the solid front axle and front and rear locking diffs.

In the luxury IFS version, the transfer lever extending from the center console is about the only thing that tells you this Land Cruiser is a 4x4 and not a passenger car. It has more luxury features than its predecessor 80-series, including an optional DVD navigation system with EMV (Electro Multi Vision) in the center panel and a top-flight audio system. The upper grade has an option for genuine leather seats. The 100-series does not have over fenders, but the wide body means more space on the inside as well.

Even though a solid axle can still be had, this model, makes it clear that this flagship Land Cruiser has reached the end of it’s serious off road roots. With IFS and lower ground clearance, this generation just cannot compete with the older generation Land cruisers when it comes to serious off road ability. However, Toyota does retain 4 wheel drive and low range as well as an optional rear locker. (The front locker of the prior 80 series, appears to no longer be available on IFS models.) And the extreme durability that Toyota Land Cruiser owners expect, is still present in this latest model.

However, if one considers that the Land Cruiser 100 is the flag ship of all Toyotas, the absolute top of the line and must represent the ultimate in luxury, performance and status, then it is understandable that Toyota chose the design path they did. And in doing so, they still retained as much off road ability as was practice.

After all, Toyota still has the long running Land Cruiser 70 series to fall back on as the true off road successor and continuer of the tradition first set about by the original Land Cruiser. Today the Land 100 and 70 series represents the best of all worlds. The ultimate in luxury and prestige and the ultimate in off road utility.

1993-2001 Toyota Land Cruiser 90 series

When based on the 70 series, the Prado was designed to be a much heavier duty alternative to the 4Runner/Surf, but a lighter duty and cheaper alternative to the Land cruiser 80 models. In 1996, the Prado broke away from the 70 series line and underwent a complete redesign, independent of any of the Land Cruiser models. The new Prado introduced an all new chassis design that used a front suspension and chassis similar to the brand new 4Runner/Surf. In fact, both models may actually be based on the exact same chassis and platform (although I’m not positive on this.) The Prado would be marketed in most countries, except the U.S. were it wasn’t sold at all, as an upscale alternative to the 4Runner/Surf.

History

Aiming for supremacy in all classes, Toyota developed the 90-series Prado as its final weapon against its main competitor, the Mitsubishi Pajero. In addition to the standard body, there was a wide-body version, a sporty 3-door model and a 5-door model. The 90-series Prado had a wide and low form, and looked very similar to the Mitsubishi Pajero. Even the engine had similar specs, with the choice of both petrol and diesel. The power train was full time 4x4, with a 2 speed transfer case.

The specs and the lineup of the 90-series included major changes, but the most striking change was the new - independent front suspension. A first for the Land Cruiser, but not the last, as Toyota later incorporated another IFS design into the new flagship 100 series. In April of 1997 the 3.4 petrol V-6 was added, making it more desirable to some buyers.

More luxury upgrades were added in June and July of 1997, along with styling changes and options to deliver a little better performance off-road, such as Active Traction Control and Vehicle Stability Control. A newly developed diesel engine was added in response to demands for lower fuel consumption, fewer emissions, and less noise and vibration.

The 90-series Prado came in a distinctive wide-body style, a sporty 3-door version and a 5-door model in addition to the standard size body.

Its two rows of seats, all of which lay flat, made it an ideal vehicle for camping. Meanwhile, it went further in luxury styling: specs included wood-like paneling on the instrument panel, an Optitron speedometer and tachometer. The right and left sides of the instrument panel were clearly separated by the center panel. This was a car built for world markets, where the steering wheel could be moved to the right or left with a minimum exchange of parts. The headlamps on the early 3-door short model were round, but were modified to a square shape like the 4-door long model in 1999. The 2-door and 4-door body share many parts in common, with the front section being identical. The 4-door model had two variations, with either two or three rows of seats. The 2-door model had a split rear seat to accommodate different cargo configurations.

In June of 1999, fairly significant styling changes were introduced, with changes in the front grille, front bumper, door strim, combination gauge design, and the addition of multi-reflector headlamps.

1990-1997 Toyota Land Cruiser 80 series

By 1989, the 60 series was getting old in design. Overshadowed by much more modern designs, the 60 series looked like something that originated from the 1970s, which it actually did. The 1990s were on the horizon and such an old outdated design would just not do anymore.

History

The 60-series was being driven more for leisure or family use as a town car than as a hardcore off-road vehicle.Over time, demand had increased for more fashionable and passenger car-like characteristics. The 60 series tried to evolve to meet these demands of a luxury sport utility vehicle, but its hardcore roots, frame and suspension could only go so far. Thus an all new design, from the ground up was needed.

The transition of the 60-series into the 80-series was more drastic than that from the 50-series to the 60-series. A number of new technologies were introduced, making the transition more revolutionary than evolutionary. The aim of the 80-series was to be at the forefront of both technology and luxury.

Toyota began the new design by immediately discarding the leaf spring suspension which has supported the full size Land Cruiser for almost 40 years. New axles would be designed as well as a new coil spring suspension front and rear. The rear axle would be similar to the axle found in the 60 series, but the front axle would be an all new design from the outer knuckles to the center differential. The new suspension was designed to be as comfortable as possible and dramatically improve handling. Off road ability was not largely sacrificed and the new design was a major success.

So successful in fact, that 9 years later, the Land Cruiser 78 series work truck, which is a hardcore off road vehicle, would be redesigned to use the same front suspension.

The exterior would undergo a complete design change. Some accents were left to remind owners that were still driving a Toyota Land Cruiser wagon, but there would be no mistaking an 80 series for a 60 series. The lines were much smoother and the overall design, far more modern.The interior was all new as well, incorporating some of the basic round dash and modern design features introduced in the new Toyota trucks and 4runners of the day. In 1994 the interior would undergo another design change in keeping with the times, but this was slight and involved mostly only the dash.

For all but one model, it came with a full-time all wheel drive 4x4 power train. In August 1996, all models took on ABS and airbags as standard equipment.In 1993, a new feature that propelled the new Land Cruiser into off road history was offered.Front and rear electric differential lockers. Although optional and somewhat rare in some markets, the new feature made up for any reduced off road capability, if any existed, and turned the 80 series into one of the most formidable stock off road vehicles in history.

The 80-series was born in the favorable environment of an economic boom. However, it did not suffer when the boom cycle ended — the 80-series lasted for nine years, getting larger and more luxurious until it was eventually replaced in January of 1998 with the 100-series Land Cruiser. The transition to the next generation was made when the 80-series still enjoyed a high level of popularity, much the same as had happened earlier when the 60-series made way for the 80-series.

The 80-series wagon featured two types of rear gates. The higher grade model opened vertically, while the basic model opened out from the middle, like the ambulance doors of earlier model 40 series Land Cruisers. It was easier to get luggage out from the middle opening gate, but this also restricted the rear field of vision. The rear window also came with a windshield wiper, one for each window on the center-opening type.

The cargo space on the 80-series wagon could be enlarged by folding the second and third seats. The second seats folded down, while the third seats folded up along the sides of the vehicle, retaining the limited rear vision that this arrangement produced in the 60-series. On the other hand, the cargo space had a wide floor area and the body was large enough to handle bigger loads.

Because the 80-series models had a low side step and a long rear overhang, the body tended to scrape the ground in serious off-roading. In city driving, however, the large steering angle made it easier to drive. The 80 series was still an off road capable SUV, because of its solid axles and later optional electric lockers front and rear. A very minor lift, removing the side steps and slightly larger tires would easily turn the 80 series into an unstoppable off road machine.

There were few differences between the North American and overseas model 80s, with the exception that American models only got the petrol engine and an automatic transmission. Oversea models had a diesel engine and an optional second reserve petrol tank in some models as well as an available manual transmission. Some low end models also may have included part time transfer cases and manual locking hubs.

The 80 series is distinguished in North America, as being the last highly off road capable Land cruiser imported here, because all of the newer 100 series Land cruisers here are IFS and come with few off road optional accessories. In addition the 70 series Land Cruisers are not sold in North America.

1984 Toyota Land Cruiser 70 series

In 1984/1985, Toyota introduced an entirely new design to replace the aging and now 25 year old 40 series Land Cruiser. What Toyota came up with was a most appropriate replacement. Although completely new in styling, every off road positive aspect of the original 40 series was retained. The all new 70 series was introduced.

The 70 through 73 series is the short and medium wheelbase version of the long running Toyota Land Cruiser 70 series. Essentially, the direct replacement of the famous 40 series and what most Americans know of as the FJ40. These models were built in more variations than the longer wheelbase Land Cruisers. Some are still in production today for a select few markets.

Features

The suspension, interior and basic layout of these models are nearly identical to the more famous longer wheelbase 75 series Land Cruisers, but the frame and body is much shorter. This allows the Land Cruiser to be more nimble off road. This model was popular as a personal off road transport, but because the Land Cruiser was marketed almost exclusively as a commercial and government vehicle and because these were never sold in the largest auto market in the world, the US, few were built, compared to other Land Cruiser models.

However, these models were sold all over the world, except North America, in the 1980s and early 1990s. They can be found in Japan, Asia and even South America. The short wheelbase models are not quite as common in Australia, but they are very popular in the homeland of Japan, where compactness and rugged 4X4 are a welcome combination.

Today, few short wheelbase 70 series can be purchases new. I can only find them being sold in some select South American countries and possibly still in the Japanese homeland.

1967-1979 Toyota Land Cruiser 50 series

The Land Cruiser was first introduced as a personal 4x4 type vehicle for civilians and a small military transport alternative to the American military Jeep, but people had begun to accept the idea that it could also be used as a family utility vehicle and a station wagon. Demand increased for a vehicle with a larger body that could carry more people and more cargo.

History

Toyota initially responded by building wagons like the FJ35V and the FJ45V onto the original Land Cruiser frames. The wheelbase would be lengthened and special custom made bodies mounted to make the first wagons. After that, demand became strong for a genuine original estate car. An ordinary truck could carry people or cargo, but after getting to a work site by road, trucks were frequently expected to cross difficult ground, often in severe weather conditions where roads might be washed out or otherwise impassable, especially in remote parts of the world other than the U.S. The newly designed Land Cruiser 55 satisfied these multiple needs.

Toyota had put a priority on development of passenger cars such as the Crown and the Corona, and the design staff was too busy to work on the original Land Cruisers. As a result, the design was handled by on-site technical staff working with little more than rulers and compasses. It was not until the 50-series that designers were able to pay serious attention to the Land Cruiser, creating design sketches and clay models.

Leaving some traces of the original 40-series, in July of 1967 they released a new model, the FJ55V wagon, to replace the FJ45V wagon. The body was larger than a compact car, the ride was as comfortable as a passenger car (of the day), and it was designed not just for utility but for leisure use as well.

Now the export market’s influence outside of Japan really came into play. The 50-series was made to be sold in America and Australia. It was designed to cruise at over 80 mph on US highways, and built heavy duty enough to handle the rugged Australian landscape. The first time that a Toyota truck was build entirely with fully enclosed box cross-section welded members. It was also engineered to meet US safety standards established through frontal crash testing at 30 mph.

Because of its shape and size, it was known affectionately around the world as the Moose, or more commonly, the Iron Pig.

The 55 model was Toyota’s first real station wagon. The FJ55V body type was produced for sale only in Japan, while export vehicles took on the newer 2F-type petrol engine instead of the original F-type petrol engine and were named FJ55V. There were many differences in appearances between the two types, with the FJ556V having a larger bulge in the bonnet, as well as the same combination lamp parts as in the 40-series but with the triangular windows abolished and blinkers integrated into the side lamps.

1980-1989 Toyota Land Cruiser 60 series

In 1976, chief Land Cruiser engineer Hiroshi Ohsawa began planning for the next generation of the 50-series Land Cruiser. In order to compete in the US market, something more was needed beyond what the FJ55V had to offer. It had to have a larger body, feel closer to an estate car, include more luxurious touches in the interior, and offer a more comfortable ride.

History

The problem was what to do with the suspension. Mr. Ohsawa considered an independent front suspension, however this idea was rejected in favor of the existing front and rear leaf springs and solid axles of the FJ55V to ensure that the Land Cruiser lived up to its off-road reputation. And thankfully so. It’s interesting to note that Toyota was considering IFS as early as the mid 1970s. Of course, a mere 10 years later, IFS would find it’s way onto the 4Runner/Surf and some trucks and today all but one model of the Land Cruiser uses IFS.

Another improvement that had to be incorporated into the new model was to create a design that was less likely to roll. This was because in the Middle East, people would load the roof high making it top-heavy and then drive on dirt roads at speeds of more than 60 mph. Investigation revealed that they were often carrying petrol cans, not surprising, considering that petrol stations were few and far between in the desert. This new series featured a wider tread to cope with the top-heaviness by providing more stability when cornering, and was sized closer to the global standard for a station wagon.

The 60 series was born and introduce worldwide in 1980. The body style and interior looked almost nothing like the 55 series it replaced, but the suspension and axles and drive train were closely related and in some aspects even carried over from the old model to the new model.The 60-series was also quite popular in Japan. Demand in Japan had increased for a long model diesel-powered vehicle that was inexpensive to maintain, and the 60-series filled the bill. In addition to the 2F-type petrol engines in the FJ60, a 3.4 liter B-type 4 cylinder diesel engine was added and called the BJ60.

In October of 1982, the new HJ60 appeared. Not only did it have a larger engine (a 6-cylinder diesel), it came with a higher roof, a 5-speed transmission, electric moon roof, remote control mirrors and other luxury features. The FJ and the BJ evolved from the 60 to the 61-series, and a luxury model similar to the HJ was added to the BJ 61. Land Cruiser gained its first ever class designation, the GX, to distinguish it from the standard model.

A look back over the development of the 60-series reveals how it started as a utility vehicle and evolved into something closer to a passenger car. In particular, with the debut of the competing Mitsubishi Pajero (Montero) in 1982, the subsequent appearance of high-roof cars, and the addition of luxury items such as the automatic transmission and turbo diesel, minor changes were introduced annually. This development became the basis for the later 80-series and the 100-series of today.

The 60-series underwent a number of minor changes. In time in took on power windows and automatic transmission as well as other luxury trimmings. The resinous crash pad with steel panels found on early model 60-series dashboards was enlarged. Although the gauges were placed in a separate section of the dashboard, retaining the image of the utility car, the interior had full trim and looked much like a passenger car, quite unlike the 55-series.

In 1986, Toyota introduced the 2H, a turbo diesel and called this model the HJ61. In 1988, Toyota made several changes including the most obvious headlight arrangement. Earlier models used 2 front headlights, while newer models used a 4 headlight set up.

The FJ62G was a wagon with front bucket-type seats and a split third seat in the rear, which could only be accessed by first folding the second seat forward. When not in use, the third seat could be folded up along the right and left sides of the vehicle. This not only limited the available cargo room, but tended to block part of the rear view, creating a blind spot on the right and left sides. Thanks to the high roof, the interior of the vehicle looked quite spacious although there was not much legroom.

The 60-series really marked the transition between the boxier shape of earlier models to the sleeker, more aerodynamic look that carries into the present day. By 1989 when the 80-series debuted, the 60-series chassis, although benefiting from improvements in performance and driving comfort, had reached its limits for the luxury market.The 55 series might be considered the last of the hardcore, original utility oriented Land Cruisers (baring the 70 series of course) while the 60 series marked the beginning of the transition from utility to sport utility and more luxury oriented 4x4. However, the 60 series was still very well equipped and heavy duty. Many thousands were modified and are still used today for very hardcore off roading all over the world.

2010 Toyota Land Cruiser Prado Redesigned

For the second time this month, the facelifted 2010MY versions of the Land Cruiser V8's more compact 3-door and 5-door siblings which are known in many markets as the Land Cruiser Prado (not sold in the States) have been photographed undisguised. These latest pictures, which made it into an Arabic site, confirm that the 2010 Land Cruiser Prado gets a redesigned front fascia inspired by Toyota's latest European models like the Avensis along with more heavily profiled wheel arches and new tail lamps.

Not much else in known about the 2010 Land Cruiser but we suspect that Toyota may also have refreshed the luxury off-roader's interior. In most markets, the current generation Land Cruiser Prado is available with a choice of two powertrains, a 4.0-liter V6 petrol engine producing 249 horsepower and a 3.0-liter four-banger turbo diesel that cranks out 173 horsepower.

2010 Toyota Land Cruiser Photos

2010 Toyota Land Cruiser Front View

2010 Toyota Land Cruiser Car Wallpaper

2010 Toyota Land Cruiser Side View

2010 Toyota Land Cruiser Interior

2010 Toyota Land Cruiser Image

2010 Toyota Land Cruiser Rear View

2008 Toyota Land Cruiser V8 and detail

The new Land Cruiser V8 will be available in the US with a 381Hp 5.7L V8 petrol engine in October with prices starting at $63,200 . In Japan sales have already began with the Land Cruiser being offered with a 288Hp 4.7L V8 petrol unit. As for Europe, buyers will have to wait until December but they’ll be able to opt between the 4.7L petrol unit and a 286Hp 4.5L V8 diesel engine. 

September 18, 2007 – Torrance, CA - Toyota Motor Sales (TMS), U.S.A., Inc., announced manufacturer's suggested retail prices (MSRP) today for the all-new 2008 Land Cruiser full-size sport utility vehicle (SUV). Now in its seventh generation, the legendary Land Cruiser continues to carry its incomparable reputation for quality, durability and reliability.

The Land Cruiser, with its incredible reliability and capability, is the iconic vehicle that helped Toyota gain its first foothold in the world automobile market. Over the years, it has evolved from a basic four-wheel-drive utility vehicle into an upscale vehicle with the capability of the original Land Cruiser with the comfort and convenience that would rival any luxury sedan. The new Land Cruiser takes those values several steps further than ever before.

The Land Cruiser cements its reputation as the “King of Off-Road” with systems and features that also make it the "King of On-Road." An all-new 5.7-liter V8 engine and six-speed electronically controlled automatic transmission with a sequential shift mode delivers unparalleled power, efficiency and smoothness. The most powerful V8 in the Toyota model lineup delivers 381 horsepower and 401 lb-ft of torque and carries a ULEV-II emissions status. Maximum towing capacity is 8,500 pounds, an increase of 2,000 pounds over the previous model.

The Land Cruiser receives a new high-mount double-wishbone independent front suspension and four-link rear suspension with a solid live axle. The front suspension includes tubular gas-pressure shock absorbers, a hollow stabilizer bar, and coil springs. The purpose of this system is to achieve a high level of off-road driving performance and suspension control while maintaining a high level of on-road driving comfort.

Enhancing this advanced suspension system is a sophisticated Kinetic Dynamic Suspension System (KDSS) for an improved ride and off-road capability. A Toyota first, KDSS affectively varies the stiffness of the anti-sway bars to provide a unique mixture of optimal on-road roll stiffness and off-road suspension compliance.

Applying all of Land Cruiser's new technology to the driving surface are P285/60 R18 mud-and-snow steel-belted radial tires mounted on 18 x 8.0-inch aluminum alloy wheels with a high-gloss finish.

The Land Cruiser comes replete with a wide variety of systems designed to help maintain the safety and security of the vehicle's driver and passengers. Like all Toyota SUVS, the Land Cruiser comes standard with the STAR safety system featuring a four-wheel multi-terrain anti-lock braking system (ABS), Electronic Brake-force Distribution (EBD), Brake Assist (BA), Active Traction Control (A-TRAC), and Vehicle Stability Control (VSC).

The new Land Cruiser features 10 airbags, the most airbags found in any Toyota vehicle. These include driver and front passenger dual-stage advanced airbags; driver and front passenger knee airbags; front- and second-row seat-mounted side airbags; and three-row roll-sensing side curtain airbags with a roll-sensing cutoff switch.

To this arsenal of impressive safety tools, the Land Cruiser adds other new standard safety features: CRAWL Control, a direct tire pressure monitor system (TPMS), and front active headrests.

The CRAWL Control system improves Land Cruiser's off-road capabilities and allows the driver to further concentrate on choosing a line without also having to manage momentum. With the transfer case shifted into low range, CRAWL controls engine speed and output, along with braking force, to propel the vehicle forward or in reverse at one of three low-speed settings.

The Land Cruiser also features many more thoughtful standard details. These include a JBL premium audio system with an in-dash six-CD/DVD changer and 14 speakers; Smart Key keyless entry; anti-theft security system; push-button start which allows the driver to unlock or start the vehicle by simply carrying the key fob on their person; engine immobilizer; cruise control; power moonroof; electrochomic rearview and side mirrors; HomeLink®; steering wheel-mounted audio, telephone, and voice recognition controls; heated, power front seats with driver's memory; and power tilt and telescopic steering column with memory.

With its vast array of additional standard equipment and numerous technological upgrades, the MSRP for the 2008 Land Cruiser is $63,200, an increase of $6,985, or 12.4 percent over the previous model.

The seventh-generation Land Cruiser will begin arriving at Toyota dealerships in mid-to-late October