Review & Road Test: Toyota Land Cruiser LC79 GXL Dual Cab Ute Truck Jungle

17 Янв 2015 | Author: | Комментарии к записи Review & Road Test: Toyota Land Cruiser LC79 GXL Dual Cab Ute Truck Jungle отключены
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Review — Road Toyota Land Cruiser GXL Double Cab Ute

Published on October 27, | By Mark Oastler |

Engine . 4.5 DOHC 32-valve V8 common injection turbo-diesel

Power: @ 3400 rpm    Torque: @ 1200-3200 rpm

Transmission: Five-speed

Construction: Body-on-frame

Suspension: (F) axle, coil springs (R) axle, leaf springs

1095 kgs

Towing: 3.5 tonne

Economy: 11.9 litres/100 kms

Workmate $63,990 GXL $67,990

The latest variant of Toyota’s 70 Series workhorse range is riding, noisy and basic its three siblings, but nothing can the work ethic and unbreakable of this truck when the gets tough.

Toyota it was pent-up demand from the sector and primary industries prompted development of this Cab tray-back ute model, so there’ll be of miners, prospectors and farmers to see that their requests finally been answered.

Jungle is one of the first media in Australia to have test-driven it and that Australia is the first this vehicle is being in, we’re also one of the first in the to do so.


It’s basically a cut-down of the short wheelbase 76 Series body adapted to fit the long 79 Series cab-chassis frame, with a wheelbase of 3180mm is longer than the wagon’s wheelbase (the 78 Series Carrier sits in the middle of two with a 2980mm wheelbase).

viewed from the side, the Double Cab appears to have the shortened tray too far rearwards so it has excessive overhang.

However, run a tape over it and you realise just an illusion. It shares the overall length of the 79 Series Cab (with full-length tray) at metres and the same 29 degree angle, so looks can be deceiving.

deception also applies to its dimensions relative to another 4-4 competitor like the Ford Dual Cab pickup. You’d the LC79 was bigger than the but in fact the Ranger is slightly (131mm) and wider overall with a slightly longer as well (40mm). Surprising it?

There would not have huge costs involved for in developing this new model, as just a mix-and-match of existing 70 hardware with a new stumpier tray that’s available in a of heavy-duty colour-coded steel or aluminium.

We’re not sure the future holds for the much-loved 70 which was introduced in the early and has remained fundamentally unchanged for the three decades.

Toyota has told Truck Jungle it was to debunk a current rumour by recent press reports) the model is to be discontinued in the near At this point in time, no plan exists.

As mining like BHP and Rio Tinto now demand a five-star ANCAP safety for their fleet vehicles, the old 70 Series with its three-star would require a prohibitively re-engineering job to meet such immediately.

However, most of the companies also have a clause’ in place which the current fleet of LC70 to continue operating on their for the next two or three years, which time Toyota address the major safety required to meet the mining future requirements.

It’s been a case of ‘evolution’ than ‘revolution’ with model, so it will be interesting to see Toyota comes up with time.

One thing for sure is they don’t want to it. The 70 Series has a large and loyal fan from ground staff in the mines to farmers working the to tradies towing trailers to fishermen towing boats and more.

Models Features

The new model comes in two grades – and GXL. Both come a big 130-litre fuel tank Euro IV-compliant 4.5-litre engine, five-speed manual (no automatic option) and part-time 4WD two-speed transfer case. exterior colours are offered.

The Cab Workmate base model one you can hose out) comes 16 x 5.5-inch steel split aluminium side-steps, vinyl facings and floor coverings, bumpers and the extra-cost option of and rear diff locks.

The up-spec GXL version that we gains wider 16 x 7.0-inch wheels and 265/70R16 tyres, flares, remote central diff locks, fog lamps, windows, cloth seat and carpet. It was also optioned up air-conditioning (hard to believe things are still extra-cost

The LC79 also benefits recent across-the-range production including ABS, air-inlet mounted on the driver’s side A improved seating, in-dash clock and audio/CD system Bluetooth hands-free, audio and voice-recognition phone/audio.

New panels now fill the gap behind the 76 Series rear door shut-line its wheel housing would be. The LC79′s 450mm increase in is best demonstrated here.

The mirrors on a 70 Series Land say plenty about this back-to-basics design and no-nonsense honed from decades of in the toughest places imaginable a minimum amount of moving is the secret to long service.

You find nice aerodynamic or dashboard-mounted remote controls The mirror supporting frames are bent strips of steel, rigidly through the door with really big truck bolted on top.

You adjust the mirror the old-fashioned way by winding your window and moving it your hands. If you need to the passenger side, just get a to do it or nudge it against a fence or tree trunk.

Compared to features increasingly found in the generation of one-tonne pickups rival manufacturers in the $60-70,000 range, the 70 Series looks

There’s no warning chime if silly enough to leave the on. There’s no rear screen either. And the radio aerial is the old telescopic type, so if you forget to it in the rough stuff it can snap off a carrot if you snag it on a tree

It also has the old style ‘manual’ hubs that require getting out and locking by hand selecting 4WD. And there’s no dashboard knob for that it’s still a stumpy that sticks out of the floor. And the centre console looks a Corolla item.

There’s no Rear Park or any of that new age nonsense. You just it up until you hear a loud or your mate yells out before you stick it in first

There’s also no cruise only a lap-belt provided for the rear seat passenger, the control  gives you two choices – or bloody cold – and the tiny speakers produce a one-directional quality similar to a 1960s radio.

So if you’re a typical one pickup buyer looking for the dual-purpose ‘work and play’ fun loaded with all the electronically luxury gadgets and five-star rating to keep the wife and happy on weekends, then the (or any 70 Series model) probably suit you. But then, not meant to.

At 1.8 metres in length and the same in width there’s a of floor space available in the tray that’s far superior to cab one-tonners with style-side bodies. And there’s no wheel to eat into the load space.

will it carry?

The LC79 is a truck that’s designed for hard work and it’s as as they come. With a one payload, you can load it up with big blokes (that’s about a tonne already) plus a of gear in the tray before hitting that payload

And as we know, that figure is exceeded by 70 Series owners either don’t know or don’t care about things.

The shortened tray is a bit of gear. The one fitted to our test was the heavy duty version full steel frame and sides, super tough floor and rear window using a stout mesh frame. Internally measuring 1.8 long and 1.78 metres it can swallow a really big load.

The LC 79 is rated to tow up to 3.5 tonnes of braked and up to 750 kgs for trailers without brakes.

What’s it like to drive?

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On the and open highway without a big on board, the LC79 is a reminder of 4WD in the 1980s, particularly the recirculating steering that lacks the and more direct steering of today’s rack and pinion

With those big live and heavy-duty springs riding the front and rear, their unsprung weight tends to the cabin occupants backwards and between them. It’s a quality that has long surpassed by rival one-tonne trucks that now use rigidly-mounted and independent suspensions up front.

when you get close to a tonne or on-board, the inherent strength of the 70 design really shines. custom-made for this sort of as the sprung-to-unsprung weight ratio the ride from jittery to and the torquey 4.5 litre turbo-diesel V8 can do it’s designed to do.

Hook 3.5 to the tow ball and the effect is the same. is a workhorse first and foremost and it pretend to be anything else.

Its circle feels really Around town this most parking and turning a three-pointer and when things get off road it requires more of the

With its slab-sided cabin and windscreen, the 70 Series also has the of house-brick aerodynamics that a fair amount of wind at highway speeds. The wind around the intake snorkel on the A pillar obviously adds to wind noise.

However, the of such a tall glasshouse and seat heights relative to the sills is a commanding view out of all and side windows.

The 32-valve 4.5 V8 common rail turbo-diesel intercooler is a real truck with 151kW at 3400 rpm and importantly 430 Nm of torque on tap from 1200 rpm all the way up to 3200 rpm.

says this engine has the torque curve of all Toyota and we can’t argue with You can drop down below rpm and the thing will still from there without which is impressive given its 2205 kg kerb weight Ranger is 46 kgs lighter at 2159

What surprises us, though, is it lags behind the 470 Nm peak figures quoted for rival one tonners like the much 3.2 litre inline five Ford Ranger and 2.8 litre cylinder Holden Colorado.

But they can’t match V8’s incredibly wide rpm peak torque band, says plenty about the appeal as a heavy load

The 70 Series also sticks a five-speed manual gearbox some one tonne rivals are now six-speed manuals. With a well defined shift it’s nice to use but feels it’s wanting you to feed it cog when you get up to highway speeds. The is pretty much spot-on for towing and off road work,

Around town the big V8 felt its sweet spot for changing was bang in the middle of that fat of torque at about 2500 Revving it any further is a waste of and revs.

When the bitumen out and the going gets rough, the abilities become obvious. For all but the difficult off road terrain we needed to lock the front and pull the transfer case back one notch to hi-range

With its super low first the LC79 can slowly step its way some pretty challenging with consummate ease yet have enough teeth in it to blast your way out of a steep, rutted creek crossing or mud section when needed.

its long wheelbase, there’s static ride height to it can tackle most sharp without getting high-centered. goes for its approach and departure which of course match of its single cab 79 Series tray-back

Toyota rates its wading at 700mm, which is 100mm than that claimed for the Ranger. Even so, like its rating, these figures be taken as a rough guide than gospel by many

Did you notice that the engine air is at roof height? They call them ‘snorkels’ for We’ve seen one 70 Series a flooded river in Far North that was at least 100 metres almost fully submerged only the glasshouse above the whole way!

Not recommended mind you, but it goes to show how capable vehicles are and how conservative their must be to try and stop people into serious trouble. We through several deep with water half-way up the without having to think it.

Fact is we only used low 4-4 once during our test and we could have got out of that in range if we really had to. And to think robust unit is also with front and rear diff locks! As we say, more than just

Conclusion

The LC 79, like its three 70 siblings, is designed and built as a practical and pretty much one tonne workhorse to carry up to passengers and a mountain of gear all kinds of terrain. The tougher get, the better the LC79

So if you’ve got some serious off work to do which requires a lot of people or you have some heavy things to tow, you’re prepared to rough it a and forego the luxuries found in one tonne pickups, you’ll learn to like the strength and honest work ethic of the

Fact is, we really didn’t to give it back to Toyota at the end of our which in many cases is the measure of a truck’s worth. just something about it. TJ

* thanks to the Melbourne 4-4 Training and Ground for its assistance with story. www.melbourne4x4.com.au

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