Land Cruiser Legend

Contents Foreword Greeting S. Koyari, M. Katsumata Toyota BJ 1951-1955 The Model Code J2/J3 — The Export Hit 1955-1960 (Land Cruiser) J4 — The Cult Object 1960-1986 (Land Cruiser) J5 — The First True Station Wagon 1967-1980 (Land Cruiser Station Wagon) J6 — The First Luxury Station Wagon 1980-1989 (Land Cruiser Station Wagon) J7 — Jack of all Trades 1984 1984-Present (Land Cruiser and Land Cruiser Bundera/Prado) J8 — Godzilla on Wheels 1990-1997 (Land Cruiser Station Wagon/Lexus LX) J9 — The First Independent Prado 1996-2002 (Land Cruiser Prado) J10 — The Trailblazer 1998-2007 (Land Cruiser Station Wagon/Lexus LX) J12 — The Technician 2002-2009 (Land Cruiser Prado/Lexus GX) J15 — The High-Tech Offroader 2009 – Present (Land Cruiser Prado/Lexus GX) J20 — The Automatic Offroader 2008 – Present (Land Cruiser Station Wagon/Lexus LX) Summary and Conclusion

9

10 14 27 28 42 70 90

106 142 160 174 192 208 228 248

Contents Foreword Greeting S. Koyari, M. Katsumata Toyota BJ 1951-1955 The Model Code J2/J3 — The Export Hit 1955-1960 (Land Cruiser) J4 — The Cult Object 1960-1986 (Land Cruiser) J5 — The First True Station Wagon 1967-1980 (Land Cruiser Station Wagon) J6 — The First Luxury Station Wagon 1980-1989 (Land Cruiser Station Wagon) J7 — Jack of all Trades 1984 1984-Present (Land Cruiser and Land Cruiser Bundera/Prado) J8 — Godzilla on Wheels 1990-1997 (Land Cruiser Station Wagon/Lexus LX) J9 — The First Independent Prado 1996-2002 (Land Cruiser Prado) J10 — The Trailblazer 1998-2007 (Land Cruiser Station Wagon/Lexus LX) J12 — The Technician 2002-2009 (Land Cruiser Prado/Lexus GX) J15 — The High-Tech Offroader 2009 – Present (Land Cruiser Prado/Lexus GX) J20 — The Automatic Offroader 2008 – Present (Land Cruiser Station Wagon/Lexus LX) Summary and Conclusion

9

10 14 27 28 42 70 90

106 142 160 174 192 208 228 248

Foreword

G

ets you there, gets you back!” Ahmad, our Libyan guide, grinned, pointed at the script on the door of my “bush taxi,” and gave it a thumbs-up. Ahmad didn’t think much of the desert. For him, the endless, broiling hot expanse was, well, simply too endless and too hot. But if he had to accompany us in our journey into the Murzuq Desert, then he was happy to at least be sitting in a Land Cruiser. After all, his experience had taught him that it not only got you into the desert, but also back out. e Land Cruiser is a cult object, and not just for the above mentioned reason. In the past sixty years, it has earned a reputation that is nothing short of phenomenal in the fourwheel-drive sector. After more than six million examples produced to date, it was, and remains, in terms of durability, ruggedness, reliability, flexibility, model variety and continuous development, the measure of all things. is book documents the history of the Land Cruiser. It describes its development and background, from its beginnings in 1950 to the present day, its model lines and variations. It is the author’s hope that this story is told in an entertaining and comprehensive manner, and above all with the occasional wink of the eye. is book is, if you will, a singular great declaration of love for a vehicle concept that has not only earned the author’s full commitment, but also whose offspring put a huge grin on his face at any and every opportunity. e following chapters are arranged in order of ascending model series number, which, but for one exception, also places model development in chronological order. Of course, the reader is also invited to skip around a bit to deliberately follow the development of all three parallel model lines – the “Land Cruiser,” “Land Cruiser Station Wagon,” and “Land Cruiser Prado”. Or simply browse and read whatever catches your fancy; what’s important is that this book is intended to entertain. To that end, it is more of a “reading” book instead of an endless stream of facts and figures – even if all information is, of necessity, nicely structured and packaged with helpful tables. In the process, the author had to make some painful choices; to incorporate all information in sufficient depth to do them justice would without

doubt require an entire series of books. e selection presented here is, in the author’s opinion, a well-rounded sample, but others may see it differently. For that reason, the reader will occasionally find references to additional information, to be found online at “buschtaxi.net.” e author invites interested parties to join the conversation at that site.

Just because something appears in print doesn’t mean it’s true. e author has researched the facts contained between the covers of this book to the best of his ability, knowledge, and conscience, and in his opinion, everything is correct. Nevertheless, it is entirely possible that an occasional error has crept in.

Should any reader have contradictory, detailed, correcting information, the author is most grateful for any input.

My special thanks go out to Mr. Sadayoshi Koyari of Toyota Japan, Mr. Masato Katsumata of Toyota Europe and Messrs.

Jürgen Stolze, Norbert Heubes, Henning Meyer and Achim Weitzel of Toyota Germany. I would also like to express my deepest gratitude to Frank Mohren and Martin Többen for their exceedingly valuable support. Likewise a hearty “thank you” to Heike Baumgärtner, Siegfried Burk, Joachim Hack, Wolfgang Jung, Harald Kottnik, Albert Markendorf, Ulf Schäl, Uwe Storre, Rico Ullmann and Albert Welledits – and, last but far from least, to my wonderful wife and my family, who have so bravely tolerated this particular passion of mine.

I sincerely wish you, dear reader, every enjoyment in your reading of this book.

Alexander Wohlfarth netzmeister@buschtaxi.de

Foreword

G

ets you there, gets you back!” Ahmad, our Libyan guide, grinned, pointed at the script on the door of my “bush taxi,” and gave it a thumbs-up. Ahmad didn’t think much of the desert. For him, the endless, broiling hot expanse was, well, simply too endless and too hot. But if he had to accompany us in our journey into the Murzuq Desert, then he was happy to at least be sitting in a Land Cruiser. After all, his experience had taught him that it not only got you into the desert, but also back out. e Land Cruiser is a cult object, and not just for the above mentioned reason. In the past sixty years, it has earned a reputation that is nothing short of phenomenal in the fourwheel-drive sector. After more than six million examples produced to date, it was, and remains, in terms of durability, ruggedness, reliability, flexibility, model variety and continuous development, the measure of all things. is book documents the history of the Land Cruiser. It describes its development and background, from its beginnings in 1950 to the present day, its model lines and variations. It is the author’s hope that this story is told in an entertaining and comprehensive manner, and above all with the occasional wink of the eye. is book is, if you will, a singular great declaration of love for a vehicle concept that has not only earned the author’s full commitment, but also whose offspring put a huge grin on his face at any and every opportunity. e following chapters are arranged in order of ascending model series number, which, but for one exception, also places model development in chronological order. Of course, the reader is also invited to skip around a bit to deliberately follow the development of all three parallel model lines – the “Land Cruiser,” “Land Cruiser Station Wagon,” and “Land Cruiser Prado”. Or simply browse and read whatever catches your fancy; what’s important is that this book is intended to entertain. To that end, it is more of a “reading” book instead of an endless stream of facts and figures – even if all information is, of necessity, nicely structured and packaged with helpful tables. In the process, the author had to make some painful choices; to incorporate all information in sufficient depth to do them justice would without

doubt require an entire series of books. e selection presented here is, in the author’s opinion, a well-rounded sample, but others may see it differently. For that reason, the reader will occasionally find references to additional information, to be found online at “buschtaxi.net.” e author invites interested parties to join the conversation at that site.

Just because something appears in print doesn’t mean it’s true. e author has researched the facts contained between the covers of this book to the best of his ability, knowledge, and conscience, and in his opinion, everything is correct. Nevertheless, it is entirely possible that an occasional error has crept in.

Should any reader have contradictory, detailed, correcting information, the author is most grateful for any input.

My special thanks go out to Mr. Sadayoshi Koyari of Toyota Japan, Mr. Masato Katsumata of Toyota Europe and Messrs.

Jürgen Stolze, Norbert Heubes, Henning Meyer and Achim Weitzel of Toyota Germany. I would also like to express my deepest gratitude to Frank Mohren and Martin Többen for their exceedingly valuable support. Likewise a hearty “thank you” to Heike Baumgärtner, Siegfried Burk, Joachim Hack, Wolfgang Jung, Harald Kottnik, Albert Markendorf, Ulf Schäl, Uwe Storre, Rico Ullmann and Albert Welledits – and, last but far from least, to my wonderful wife and my family, who have so bravely tolerated this particular passion of mine.

I sincerely wish you, dear reader, every enjoyment in your reading of this book.

Alexander Wohlfarth netzmeister@buschtaxi.de

Toyota BJ 1951-1955

Toyota BJ 1951-1955

Above: The chassis, as shown in the first BJ brochure; right: The spartan interior of the cabin.

Technical Specifications – B85 Engine

Six-cylinder inline gasoline engine, overhead valves, two valves

per cylinder, downdraft carburetor Displacement:

Bore x stroke:

Compression ratio:: Power output: Torque: Lubrication: Cooling: Ignition: Generator: Starter: Used in:

22

3386 cc

84,1 x 101,6 mm

6,4:1

82 hp @ 3000 rpm, later 85 hp @ 3200 rpm,

212 Nm (156 lb-ft) @ 1600 rpm, later

216 Nm (159 lb-ft) @ 1600 rpm

Pressure lubrication (wet sump), paper

element oil filter, oil quantity 4.7 liters

(5 US quarts)

Closed circuit cooling, V-belt-driven cen-

trifugal coolant pump, finned radiator,

15 liters (4 US gallons) coolant capacity 6 volt, automatic vacuum advance

distributor

DC shunt-wound generator,

6 volt 40 amp, V-belt driven

6 volt, maximum torque 15.7 Nm (11.6 lb-ft)

BJ, BJ21, BJ24, BJ25, BJ28

Bodywork

During its production life, the body underwent a number of changes. There were at least five different versions of the BJ: The BJR (R for “radio”) mobile communications vehicle, the BJT (T for “touring”) liaison vehicle, and the BJJ firefighting vehicle were employed by the police. In addition there were two different pickups, one with an integral, one with a separate cargo bed. In November 1955 these were joined by the FJJ model, a firefighting vehicle powered by the newly developed F engine. More about this powerplant in the following chapter.

The pickups, liaison and firefighting vehicles had approximately 500 mm (20 inch) longer bodywork, but wheelbase remained unchanged. All of these versions left the factory with fabric tops, and later fabric doors, although some were later fitted with special enclosed bodywork by the Gifu Body Company.

Depending on version, the spare tire was mounted vertically at the rear, under the body, behind the front fenders on the left or right sides, all depending on the needs of the body type or customer requirements; the Land Cruiser’s features were still evolving. The windshield halves could be folded upward, and the entire windshield frame folded completely forward and latched in place. Once, as an experiment, the standalone headlamps and turn signals were even mounted in modified fenders, and with a reworked soft top and stylish chrome hubcaps, the BJ was given something that might almost pass as a “design.”

Top: Special “enclosed cabin” bodywork with mechanical winch.

Right: Technical director Hanji Umehara, creator of the “Land Cruiser” name.

Below: The FJJ firefighting version.

A lightweight, open steel body topped the chassis. Although it might appear to be a blatant copy of the Willys Jeep, this is simply due to the fact that this concept is more or less a given when one sets out to design an open four-wheel-drive vehicle, without regard to any styling flourishes. And, frankly, there wasn’t all that much “coachwork” to speak of. Thanks to the wedge-shaped outline of the forward bodywork, the seats were placed quite close together, the steering wheel located uncustomarily far toward the centerline, covering nearly half of the instrument panel. Driver and passenger experienced an unanticipated closeness; in particular, changes in direction through manipulation of the steering wheel were, in many situations, a real challenge.

The body sat relatively high above ground, and, with its tall sides, presented a nearly tublike design. Entry over the sides was eased by a wide running board. Both front seats could be folded forward to provide access to the rear seats.

The tank was mounted under the rear overhang.

The gauges arrayed in the instrument panel included fuel level, oil pressure, coolant temperature, speedometer with odometer, voltmeter and ammeter. The driver of that era didn’t need any more than that to monitor the function of his machine – and, let’s be honest, neither do today’s drivers. In the footwell, a switch for high or low headlight beams was mounted between clutch and brake pedals.

23

Toyota BJ 1951-1955

Toyota BJ 1951-1955

Above: The chassis, as shown in the first BJ brochure; right: The spartan interior of the cabin.

Technical Specifications – B85 Engine

Six-cylinder inline gasoline engine, overhead valves, two valves

per cylinder, downdraft carburetor Displacement:

Bore x stroke:

Compression ratio:: Power output: Torque: Lubrication: Cooling: Ignition: Generator: Starter: Used in:

22

3386 cc

84,1 x 101,6 mm

6,4:1

82 hp @ 3000 rpm, later 85 hp @ 3200 rpm,

212 Nm (156 lb-ft) @ 1600 rpm, later

216 Nm (159 lb-ft) @ 1600 rpm

Pressure lubrication (wet sump), paper

element oil filter, oil quantity 4.7 liters

(5 US quarts)

Closed circuit cooling, V-belt-driven cen-

trifugal coolant pump, finned radiator,

15 liters (4 US gallons) coolant capacity 6 volt, automatic vacuum advance

distributor

DC shunt-wound generator,

6 volt 40 amp, V-belt driven

6 volt, maximum torque 15.7 Nm (11.6 lb-ft)

BJ, BJ21, BJ24, BJ25, BJ28

Bodywork

During its production life, the body underwent a number of changes. There were at least five different versions of the BJ: The BJR (R for “radio”) mobile communications vehicle, the BJT (T for “touring”) liaison vehicle, and the BJJ firefighting vehicle were employed by the police. In addition there were two different pickups, one with an integral, one with a separate cargo bed. In November 1955 these were joined by the FJJ model, a firefighting vehicle powered by the newly developed F engine. More about this powerplant in the following chapter.

The pickups, liaison and firefighting vehicles had approximately 500 mm (20 inch) longer bodywork, but wheelbase remained unchanged. All of these versions left the factory with fabric tops, and later fabric doors, although some were later fitted with special enclosed bodywork by the Gifu Body Company.

Depending on version, the spare tire was mounted vertically at the rear, under the body, behind the front fenders on the left or right sides, all depending on the needs of the body type or customer requirements; the Land Cruiser’s features were still evolving. The windshield halves could be folded upward, and the entire windshield frame folded completely forward and latched in place. Once, as an experiment, the standalone headlamps and turn signals were even mounted in modified fenders, and with a reworked soft top and stylish chrome hubcaps, the BJ was given something that might almost pass as a “design.”

Top: Special “enclosed cabin” bodywork with mechanical winch.

Right: Technical director Hanji Umehara, creator of the “Land Cruiser” name.

Below: The FJJ firefighting version.

A lightweight, open steel body topped the chassis. Although it might appear to be a blatant copy of the Willys Jeep, this is simply due to the fact that this concept is more or less a given when one sets out to design an open four-wheel-drive vehicle, without regard to any styling flourishes. And, frankly, there wasn’t all that much “coachwork” to speak of. Thanks to the wedge-shaped outline of the forward bodywork, the seats were placed quite close together, the steering wheel located uncustomarily far toward the centerline, covering nearly half of the instrument panel. Driver and passenger experienced an unanticipated closeness; in particular, changes in direction through manipulation of the steering wheel were, in many situations, a real challenge.

The body sat relatively high above ground, and, with its tall sides, presented a nearly tublike design. Entry over the sides was eased by a wide running board. Both front seats could be folded forward to provide access to the rear seats.

The tank was mounted under the rear overhang.

The gauges arrayed in the instrument panel included fuel level, oil pressure, coolant temperature, speedometer with odometer, voltmeter and ammeter. The driver of that era didn’t need any more than that to monitor the function of his machine – and, let’s be honest, neither do today’s drivers. In the footwell, a switch for high or low headlight beams was mounted between clutch and brake pedals.

23

Land Cruiser J2/J3 1955-1960

nificant loads. Inside, there was second-row, forward-facing seating and a more than one meter (40 in.) of space behind that – more than a mere luggage compartment, and which made the station wagon predestined for the growing interest in leisure activities. This compounding of utility and leisure vehicle was a wonderful match for Toyota’s plans; all of 1258 examples of the FJ28LVA were built. However, of these, not a single one was exported to the USA – even though that market was a good 20 years ahead of the rest of the world when it came to mobile leisure activities. Nevertheless, the FJ28LVA was the first Land Cruiser station wagon and therefore the great-great-great-great-great-great-great ancestor of today’s Land Cruiser 200 / Lexus LX 570.

In 1960 – theoretically, after the official end of the J2 series – the program was briefly expanded by the addition of a third chassis with a wheelbase of 2650 mm (104.3 in.), on which was mounted the new FJ35V station wagon. is was, in principle, just a transition model; only 60 examples were built between September and November 1960 before the FJ35 was replaced by its successor, the 45.

A BJ21 undergoing delivery examination by representatives of the National Police Reserve.

34

Land Cruiser J2/J3 1955-1960

Watery wanderings: Even in the 1950s, new vehicle designs were put through rigorous testing.

The available space in the FJ25 was well arranged… seating position in the front

The Export Idea is Born As domestic demand underwent explosive growth, Toyota was hard at work building up its domestic distribution network to satisfy this demand. The external redesign of the Land Cruiser in the course of the model change was no accident; at a time when hardly anyone in Japan gave any serious thought to foreign travel, Toyota dared to look to overseas markets.

In 1955, TMC president Taizo Ishida traveled to the USA to study that nation’s market. His observations reinforced his conviction that Americans, too, were interested in “sensible” (that is, economical) vehicles. In this regard, however, Ishida found himself facing a dilemma: American manufacturers were unable to offer economical vehicles, but their quality was still superior to that of Japanese models. And Toyota products could not hold a candle to German products such as the VW Beetle, already well known as a confoundingly “sensible” car and a sales hit in the American market. Nevertheless, Taizo and TMS boss Shotaro Kamiya decided to dare a leap of faith across the great ocean.

This decision was in no small part influenced by the difficulties faced by Toyota in the first years of BJ production.

The rejection of the BJ by the Police Defense Forces proved a blessing in disguise. Toyota decided to press ahead regardless.

Freedom from the limitations of a government contract permitted the Land Cruiser's free, unrestrained, and above all civilian market-oriented development.These setbacks only reinforced the resolve of the Toyota team to develop a vehicle on their own that would be able to compete on the world stage against all comers from Germany and the USA.

seats was markedly improved. The steering wheel moved slightly outboard and was smaller in diameter. Now, if necessary, three people could find room on the front bench.

Once Again, the Military Provides the Stimulus After all their negative experiences with governmental requests for proposals, it was a renewed military need that fired the decisive spark.

The enlightened Allied supply strategy of the Korean War, with military materiel produced directly in Asia, was successful. And so after the war effectively ended, the U.S. Army Procurement Agency (APA) in Japan again called upon Japanese carmakers to tender proposals. In early 1957, Nissan, Isuzu, Mitsubishi and Toyota all sent vehicles in various classes to the USA, for evaluation near Baltimore, Maryland. Between January and March, these were tested at the Aberdeen Proving Grounds, where they thrashed through the underbrush in accordance with all the rules of the military art. The results were very satisfying for Toyota: the ¾ ton 2FQ15L as well as the 2 ½ ton 2DW15L truck were accepted for acquisition. The FJ25L (L, in all of these cases, representing left-hand steering) also took part.

According to the final report, it acquitted itself well, but was not selected for appropriation. Still, the military was impressed with the capabilities of the Land Cruiser, and reinforced Toyota’s conviction to take a serious look at entering the U.S. market. Military acceptance trials are always extremely interesting for manufacturers, and Toyota, too, learned valuable lessons from the olive-drab torture tests: specifications 35

Land Cruiser J2/J3 1955-1960

nificant loads. Inside, there was second-row, forward-facing seating and a more than one meter (40 in.) of space behind that – more than a mere luggage compartment, and which made the station wagon predestined for the growing interest in leisure activities. This compounding of utility and leisure vehicle was a wonderful match for Toyota’s plans; all of 1258 examples of the FJ28LVA were built. However, of these, not a single one was exported to the USA – even though that market was a good 20 years ahead of the rest of the world when it came to mobile leisure activities. Nevertheless, the FJ28LVA was the first Land Cruiser station wagon and therefore the great-great-great-great-great-great-great ancestor of today’s Land Cruiser 200 / Lexus LX 570.

In 1960 – theoretically, after the official end of the J2 series – the program was briefly expanded by the addition of a third chassis with a wheelbase of 2650 mm (104.3 in.), on which was mounted the new FJ35V station wagon. is was, in principle, just a transition model; only 60 examples were built between September and November 1960 before the FJ35 was replaced by its successor, the 45.

A BJ21 undergoing delivery examination by representatives of the National Police Reserve.

34

Land Cruiser J2/J3 1955-1960

Watery wanderings: Even in the 1950s, new vehicle designs were put through rigorous testing.

The available space in the FJ25 was well arranged… seating position in the front

The Export Idea is Born As domestic demand underwent explosive growth, Toyota was hard at work building up its domestic distribution network to satisfy this demand. The external redesign of the Land Cruiser in the course of the model change was no accident; at a time when hardly anyone in Japan gave any serious thought to foreign travel, Toyota dared to look to overseas markets.

In 1955, TMC president Taizo Ishida traveled to the USA to study that nation’s market. His observations reinforced his conviction that Americans, too, were interested in “sensible” (that is, economical) vehicles. In this regard, however, Ishida found himself facing a dilemma: American manufacturers were unable to offer economical vehicles, but their quality was still superior to that of Japanese models. And Toyota products could not hold a candle to German products such as the VW Beetle, already well known as a confoundingly “sensible” car and a sales hit in the American market. Nevertheless, Taizo and TMS boss Shotaro Kamiya decided to dare a leap of faith across the great ocean.

This decision was in no small part influenced by the difficulties faced by Toyota in the first years of BJ production.

The rejection of the BJ by the Police Defense Forces proved a blessing in disguise. Toyota decided to press ahead regardless.

Freedom from the limitations of a government contract permitted the Land Cruiser's free, unrestrained, and above all civilian market-oriented development.These setbacks only reinforced the resolve of the Toyota team to develop a vehicle on their own that would be able to compete on the world stage against all comers from Germany and the USA.

seats was markedly improved. The steering wheel moved slightly outboard and was smaller in diameter. Now, if necessary, three people could find room on the front bench.

Once Again, the Military Provides the Stimulus After all their negative experiences with governmental requests for proposals, it was a renewed military need that fired the decisive spark.

The enlightened Allied supply strategy of the Korean War, with military materiel produced directly in Asia, was successful. And so after the war effectively ended, the U.S. Army Procurement Agency (APA) in Japan again called upon Japanese carmakers to tender proposals. In early 1957, Nissan, Isuzu, Mitsubishi and Toyota all sent vehicles in various classes to the USA, for evaluation near Baltimore, Maryland. Between January and March, these were tested at the Aberdeen Proving Grounds, where they thrashed through the underbrush in accordance with all the rules of the military art. The results were very satisfying for Toyota: the ¾ ton 2FQ15L as well as the 2 ½ ton 2DW15L truck were accepted for acquisition. The FJ25L (L, in all of these cases, representing left-hand steering) also took part.

According to the final report, it acquitted itself well, but was not selected for appropriation. Still, the military was impressed with the capabilities of the Land Cruiser, and reinforced Toyota’s conviction to take a serious look at entering the U.S. market. Military acceptance trials are always extremely interesting for manufacturers, and Toyota, too, learned valuable lessons from the olive-drab torture tests: specifications 35

Land Cruiser J4 1960-1986

J4 (1960–1986) – The Cult Object

T

FJ40 hardtop, times two: Above, the old, round headlamp bezel; below, the new, more rectangular version.

42

their cameras – an oft-cited stereotype, he BJ lit the torch, the J2 carried it but one that represented a formidable comaround the globe. It established the petitor for Western manufacturers. The worldwide, excellent reputation for indestructibility that the Land Cruiser en- One of the first J4s to be delivered in Europe, along West underestimated the Japanese, their thoroughness, and their demands for quality joyed even before the 1950s drew to a close. with a HiAce, being offloaded from a ship.

– and paid the price.

Given the company’s flexibility with respect The J4 was born in such times. Borne by to the most diverse demands, exports bethe winds of these developments, it sailed into the global ginning in 1954, and the underlying “Land Cruiser strategy,” economy. And it really had everything it needed to be respected, Toyota dramatically cranked up its output. Restructuring, esthen loved, and finally, to become a cult object. Its robust, pecially in production, would be needed to satisfy the rising durable, sensible and easily maintained technology formed demand. the basis of its success. Toyota’s handling of this new concept, As manufacturing methods and materials greatly improved its marketing, and rational, ongoing development assured by the late 1950s, Toyota, looking on the success of the J2, widespread product recognition. And finally its long production decided to undertake an additional, fundamental redesign. In life and sheer indestructibility guaranteed millions of users 1960 it presented the actual inspiration of the phenomenal over a very long time frame a multitude of experiences with Land Cruiser cult, which endures to this day – the legendary J4. these vehicles. These lie at the heart of countless “remember In Japan, the 1960s were marked by rapid growth. Until when” stories that are inseparably bound to the Land Cruiser the first oil crisis hit in 1973, the Japanese economy gathered J4 and which form the heart and soul of the Land Cruiser steam, not least due to several specific factors in the domestic community. The most important factor of all: The J4 did not market. This market was largely closed off from the outside draw attention to its capabilities. Instead of mere style, it world. There was sufficient competition within Japan itself, offered substance. but companies were at least protected from international competition. In addition, the production system was marked by strong interdependencies, with the result that wage develThe Design opment did not keep pace with economic growth – “wealthy Externally, the J4 did not differ greatly from its predecessor.

Japan, poor Japanese.” On top of this was an extraordinarily The most obvious change was its characteristic white bezel pro-cyclic political system; state expenditures were increased framing the headlamps and radiator grille. The rear wheel in parallel to economic growth. And, finally, an important arches were somewhat more rectangular, the front turn signals factor in the success of Japanese firms was their ability to moved to the fenders. Except for minor details, the rest adopt the most relevant technologies developed overseas, to remained largely unchanged. The short running boards were further develop and quickly introduce them to the global carried over, as were the door handles, the outside mirrors on market, with high quality and an attractive price. One would their long, delicate stalks, and the fold-down windshield. Also never see Japanese at an international trade show without 43

Land Cruiser J4 1960-1986

J4 (1960–1986) – The Cult Object

T

FJ40 hardtop, times two: Above, the old, round headlamp bezel; below, the new, more rectangular version.

42

their cameras – an oft-cited stereotype, he BJ lit the torch, the J2 carried it but one that represented a formidable comaround the globe. It established the petitor for Western manufacturers. The worldwide, excellent reputation for indestructibility that the Land Cruiser en- One of the first J4s to be delivered in Europe, along West underestimated the Japanese, their thoroughness, and their demands for quality joyed even before the 1950s drew to a close. with a HiAce, being offloaded from a ship.

– and paid the price.

Given the company’s flexibility with respect The J4 was born in such times. Borne by to the most diverse demands, exports bethe winds of these developments, it sailed into the global ginning in 1954, and the underlying “Land Cruiser strategy,” economy. And it really had everything it needed to be respected, Toyota dramatically cranked up its output. Restructuring, esthen loved, and finally, to become a cult object. Its robust, pecially in production, would be needed to satisfy the rising durable, sensible and easily maintained technology formed demand. the basis of its success. Toyota’s handling of this new concept, As manufacturing methods and materials greatly improved its marketing, and rational, ongoing development assured by the late 1950s, Toyota, looking on the success of the J2, widespread product recognition. And finally its long production decided to undertake an additional, fundamental redesign. In life and sheer indestructibility guaranteed millions of users 1960 it presented the actual inspiration of the phenomenal over a very long time frame a multitude of experiences with Land Cruiser cult, which endures to this day – the legendary J4. these vehicles. These lie at the heart of countless “remember In Japan, the 1960s were marked by rapid growth. Until when” stories that are inseparably bound to the Land Cruiser the first oil crisis hit in 1973, the Japanese economy gathered J4 and which form the heart and soul of the Land Cruiser steam, not least due to several specific factors in the domestic community. The most important factor of all: The J4 did not market. This market was largely closed off from the outside draw attention to its capabilities. Instead of mere style, it world. There was sufficient competition within Japan itself, offered substance. but companies were at least protected from international competition. In addition, the production system was marked by strong interdependencies, with the result that wage develThe Design opment did not keep pace with economic growth – “wealthy Externally, the J4 did not differ greatly from its predecessor.

Japan, poor Japanese.” On top of this was an extraordinarily The most obvious change was its characteristic white bezel pro-cyclic political system; state expenditures were increased framing the headlamps and radiator grille. The rear wheel in parallel to economic growth. And, finally, an important arches were somewhat more rectangular, the front turn signals factor in the success of Japanese firms was their ability to moved to the fenders. Except for minor details, the rest adopt the most relevant technologies developed overseas, to remained largely unchanged. The short running boards were further develop and quickly introduce them to the global carried over, as were the door handles, the outside mirrors on market, with high quality and an attractive price. One would their long, delicate stalks, and the fold-down windshield. Also never see Japanese at an international trade show without 43

Land Cruiser J4 1960-1986

Drivetrain and Suspension The frame of the J4 was largely identical to that of the J2.

There were few major alterations. As before, it was a ladder frame with two solid axles, carried by improved leaf springs.

The actual revolutionary innovation was in the drivetrain..

The J2 had a four-speed transmission with an extremely low first gear, which, combined with the large-displacement engine, was completely adequate, but resulted in horrendous fuel consumption. Its successor, the J4, was therefore fitted with a transfer case: a reduction gearbox which, when manually selected, reduced the overall ratios of the main transmission gears by an additional factor of 2.31:1. The number of main gears was again reduced to three, making a total of six gear ratios available, three for the road, three for off-road. In addition, the customer could order any one of three different final drive ratios: full, economy, and moderate. Four-wheel drive was engaged by means of a separate vacuum servo.

There was briefly a rear-drive-only FJ42 for the Middle Eastern market, which however did not meet with much success in the marketplace.

In the 1960s, the concept did not need much tweaking.

The competition also operated on a similar principle, and an off-road-capable vehicle was first and foremost a utility vehicle.

In the early 1970s, however, innovations began to change the market. Driven by the use of off-road vehicles as leisure machines for an ever-wider target audience, manufacturers (especially American carmakers) excelled at introducing value-enhancing equipment features. The Jeep CJ5, Ford Bronco, International Scout, Chevrolet Blazer, but also the Land Rover 88 and Nissan Patrol G60 were formidable competitors for Toyota, which demanded a response.

In 1972, a four-speed transmission was introduced in conjunction with the H engine. In 1975, this transmission was applied to all models. Meanwhile, the three-speed version stayed in production for export to “general countries” (in the Toyota parlance) until 1982. In 1976, the J4 offered optional front disc brakes, but here again, the base version for the

Land Cruiser J4 1960-1986

Third World was adequately equipped with drums all around, a situation that would continue until well into the J7 era. A five-speed transmission was introduced in 1982; “general countries” then got the four-speed version.

There is not much more to say about chassis and drivetrain for the J4 without going into countless minutiae, such as the introduction of larger spring eyes in late 1980, the various brake proportioning valves, or “seventeen different ways to engage your four-wheel drive…” combined with regional specification differences – itself a truly endless field. There were detail modifications aplenty, but by and large the package remained unchanged: ladder frame, solid axles, leaf springs, main transmission, selectable four-wheel drive, transfer case.

TLC Icon

JJonathan Ward, of TLC in Van Nuys, California, is one of the best-known Land Cruiser specialists in the USA. His efforts to restore old Land Cruisers, and his grasp of the importance of

Above: the J45 pickup, with canvas cover and completely open. The bed could be

history to the Toyota marque, not only garnered him a sterling

fitted with bench seats.

the attention of Toyota itself. So much attention that one day,

Right: The J45’s trademark was its inexhaustible variability. Shown here are the

reputation within the Land Cruiser community, but also attracted

Akio Toyoda personally asked him to create an off-road vehicle

that would carry on the legacy of the J4, and interpret this

enclosed, open, and pickup versions, with various seating configurations. Even a bus version, with a center aisle, was available.

legacy – the J4 DNA – in a manner appropriate to the cult Cruiser.

TLC created three rolling prototypes. Of these, one was se-

lected and sent to Calty, Toyota’s California design center.

After Toyota designers had finished with it, their concept had

little in common with Jonathan Ward’s vision. Still, this became the basis for the concept vehicle that would soon become an

independent new model: the FJ Cruiser.

Ward, however, was somewhat disappointed that the final

concept had lost all of the classic elements that he had so de-

liberately retained in his prototype. He decided to take a new

approach to the task, and develop an off-road vehicle that, in

his view, would be a worthy successor to the J4. Come 2006, the result was the TLC ICON, a spitting image of the J4 and

available in three different wheelbases as the models

40, 43, 44 and 45. The running gear is slightly diffe-

rent; for example, customers can choose to have a

V8 engine installed under the hood, and coil springs

in the wheel wells. Despite such modern touches,

the ICON is a more-than-worthy tribute to a legendary Land Cruiser.

58

59

Land Cruiser J4 1960-1986

Drivetrain and Suspension The frame of the J4 was largely identical to that of the J2.

There were few major alterations. As before, it was a ladder frame with two solid axles, carried by improved leaf springs.

The actual revolutionary innovation was in the drivetrain..

The J2 had a four-speed transmission with an extremely low first gear, which, combined with the large-displacement engine, was completely adequate, but resulted in horrendous fuel consumption. Its successor, the J4, was therefore fitted with a transfer case: a reduction gearbox which, when manually selected, reduced the overall ratios of the main transmission gears by an additional factor of 2.31:1. The number of main gears was again reduced to three, making a total of six gear ratios available, three for the road, three for off-road. In addition, the customer could order any one of three different final drive ratios: full, economy, and moderate. Four-wheel drive was engaged by means of a separate vacuum servo.

There was briefly a rear-drive-only FJ42 for the Middle Eastern market, which however did not meet with much success in the marketplace.

In the 1960s, the concept did not need much tweaking.

The competition also operated on a similar principle, and an off-road-capable vehicle was first and foremost a utility vehicle.

In the early 1970s, however, innovations began to change the market. Driven by the use of off-road vehicles as leisure machines for an ever-wider target audience, manufacturers (especially American carmakers) excelled at introducing value-enhancing equipment features. The Jeep CJ5, Ford Bronco, International Scout, Chevrolet Blazer, but also the Land Rover 88 and Nissan Patrol G60 were formidable competitors for Toyota, which demanded a response.

In 1972, a four-speed transmission was introduced in conjunction with the H engine. In 1975, this transmission was applied to all models. Meanwhile, the three-speed version stayed in production for export to “general countries” (in the Toyota parlance) until 1982. In 1976, the J4 offered optional front disc brakes, but here again, the base version for the

Land Cruiser J4 1960-1986

Third World was adequately equipped with drums all around, a situation that would continue until well into the J7 era. A five-speed transmission was introduced in 1982; “general countries” then got the four-speed version.

There is not much more to say about chassis and drivetrain for the J4 without going into countless minutiae, such as the introduction of larger spring eyes in late 1980, the various brake proportioning valves, or “seventeen different ways to engage your four-wheel drive…” combined with regional specification differences – itself a truly endless field. There were detail modifications aplenty, but by and large the package remained unchanged: ladder frame, solid axles, leaf springs, main transmission, selectable four-wheel drive, transfer case.

TLC Icon

JJonathan Ward, of TLC in Van Nuys, California, is one of the best-known Land Cruiser specialists in the USA. His efforts to restore old Land Cruisers, and his grasp of the importance of

Above: the J45 pickup, with canvas cover and completely open. The bed could be

history to the Toyota marque, not only garnered him a sterling

fitted with bench seats.

the attention of Toyota itself. So much attention that one day,

Right: The J45’s trademark was its inexhaustible variability. Shown here are the

reputation within the Land Cruiser community, but also attracted

Akio Toyoda personally asked him to create an off-road vehicle

that would carry on the legacy of the J4, and interpret this

enclosed, open, and pickup versions, with various seating configurations. Even a bus version, with a center aisle, was available.

legacy – the J4 DNA – in a manner appropriate to the cult Cruiser.

TLC created three rolling prototypes. Of these, one was se-

lected and sent to Calty, Toyota’s California design center.

After Toyota designers had finished with it, their concept had

little in common with Jonathan Ward’s vision. Still, this became the basis for the concept vehicle that would soon become an

independent new model: the FJ Cruiser.

Ward, however, was somewhat disappointed that the final

concept had lost all of the classic elements that he had so de-

liberately retained in his prototype. He decided to take a new

approach to the task, and develop an off-road vehicle that, in

his view, would be a worthy successor to the J4. Come 2006, the result was the TLC ICON, a spitting image of the J4 and

available in three different wheelbases as the models

40, 43, 44 and 45. The running gear is slightly diffe-

rent; for example, customers can choose to have a

V8 engine installed under the hood, and coil springs

in the wheel wells. Despite such modern touches,

the ICON is a more-than-worthy tribute to a legendary Land Cruiser.

58

59

Land Cruiser J4 1960-1986

Land Cruiser J4 1960-1986

Left: The J4 “chassis cab” was a favorite platform for special bodies.

64

long-wheelbase models, and especially in the eyes of commercial customers, it was a bit on the puny side. To address this, as of April 1972, a larger diesel graced the lineup. The H engine was the first six-cylinder diesel and would henceforth be found in the HJ45. Displacing 3576 cc, it was a tad larger, but its design resembled that of the smaller B. The H, like the B, used swirl chambers, side-mounted gear-driven camshaft, overhead valves, and a cast iron cylinder head – plus of course two additional cylinders. Its crankshaft ran in seven bearings, for an uncanny level of smoothness. The H engine formed the basis for several legendary machines that are regarded as among the best Toyota has ever built. Among these were the 2H, introduced in August 1980, and described in greater detail in the J6 chapter. The 2H was, however, only sold in the Australian versions of the long J4, called the HJ47, as the “46” designation was already taken.

With the major model changes of 1979, the B engine received its share of modifications. Piston stroke was unchanged, but bore increased to 98 mm, raising the displacement to 3198 cc, and power output to a sizzling 84 hp. This engine

was limited to the Asian market, and propelled the BJ41 and BJ44 models. In August 1980, diesel models accounted for two-thirds of all German Land Cruiser registrations. Once again, Toyota presented a reworked version of its small diesel, now with a 102 mm bore for a respectable 3431 cc, finally making it an exceptionally well-rounded powerplant. Now called the 3B, the normally aspirated diesel put out 90 hp and 216 Nm (159 lb-ft) of torque, fifteen Nm (11 lb-ft) more than its predecessor. One may think this is just playing with small numbers, but this seemingly minor power bump, along with a few other changes, sufficed to make the BJ a downright lively vehicle. In keeping with tradition, the models were given new designations, and were now called BJ42, BJ46, and BJ45. Once again, model proliferation led to a confusing curiosity: The BJ46 had the same wheelbase as the J43 and J44, making it shorter than the BJ45. The latter was allowed to carry the “45” because that number had not yet been issued; only now was there sufficient power to install the 3B in the longer-wheelbase models.

65

Land Cruiser J4 1960-1986

Land Cruiser J4 1960-1986

Left: The J4 “chassis cab” was a favorite platform for special bodies.

64

long-wheelbase models, and especially in the eyes of commercial customers, it was a bit on the puny side. To address this, as of April 1972, a larger diesel graced the lineup. The H engine was the first six-cylinder diesel and would henceforth be found in the HJ45. Displacing 3576 cc, it was a tad larger, but its design resembled that of the smaller B. The H, like the B, used swirl chambers, side-mounted gear-driven camshaft, overhead valves, and a cast iron cylinder head – plus of course two additional cylinders. Its crankshaft ran in seven bearings, for an uncanny level of smoothness. The H engine formed the basis for several legendary machines that are regarded as among the best Toyota has ever built. Among these were the 2H, introduced in August 1980, and described in greater detail in the J6 chapter. The 2H was, however, only sold in the Australian versions of the long J4, called the HJ47, as the “46” designation was already taken.

With the major model changes of 1979, the B engine received its share of modifications. Piston stroke was unchanged, but bore increased to 98 mm, raising the displacement to 3198 cc, and power output to a sizzling 84 hp. This engine

was limited to the Asian market, and propelled the BJ41 and BJ44 models. In August 1980, diesel models accounted for two-thirds of all German Land Cruiser registrations. Once again, Toyota presented a reworked version of its small diesel, now with a 102 mm bore for a respectable 3431 cc, finally making it an exceptionally well-rounded powerplant. Now called the 3B, the normally aspirated diesel put out 90 hp and 216 Nm (159 lb-ft) of torque, fifteen Nm (11 lb-ft) more than its predecessor. One may think this is just playing with small numbers, but this seemingly minor power bump, along with a few other changes, sufficed to make the BJ a downright lively vehicle. In keeping with tradition, the models were given new designations, and were now called BJ42, BJ46, and BJ45. Once again, model proliferation led to a confusing curiosity: The BJ46 had the same wheelbase as the J43 and J44, making it shorter than the BJ45. The latter was allowed to carry the “45” because that number had not yet been issued; only now was there sufficient power to install the 3B in the longer-wheelbase models.

65

Land Cruiser J10 1998-2007

predecessor, the J8 (and, with that, two solid axles), the J100 got an all-new, somewhat wider chassis with independent suspension, torsion bar springs, and upper and lower A-arms at the front. As before, the rear suspension consisted of a solid axle on coil springs, located by four longitudinal arms. This was not enough to mute the uproar in the community: The station wagon now had a “girlie axle!� The Land Cruiser community had reached the point where grown men, their eyes welling with tears, desperately clutched their security blankets.

Since an all-solid-axle version was still available, one might think that matters were not quite as bad as all that. This version, however, was reserved for certain markets. Even though Africa, Asia, Australia, South America and the Middle East might account for most of the world market, those who caused the most fuss (and had the least need for solid axles) lived in Europe and North America.

The family resemblance was still most obvious between the HZJ/FZJ105 and HZJ/FZJ80: solid axles, coil springs, 1HZ or 1FZ-FE engine, and their height of luxury limited to air conditioning and power windows. The 105 was nothing more or less than a stripped base model, still prized in Australia, South America, Africa, and anywhere one wanted to bounce 182

Land Cruiser J10 1998-2007

Above: HZJ105 with bobbed bodywork and an integral camper shell with pop top.

Below: The J10 could haul an impressive amount of cargo if the second and third row benches were folded down. Even more would fit if they were removed entirely.

183

Land Cruiser J10 1998-2007

predecessor, the J8 (and, with that, two solid axles), the J100 got an all-new, somewhat wider chassis with independent suspension, torsion bar springs, and upper and lower A-arms at the front. As before, the rear suspension consisted of a solid axle on coil springs, located by four longitudinal arms. This was not enough to mute the uproar in the community: The station wagon now had a “girlie axle!� The Land Cruiser community had reached the point where grown men, their eyes welling with tears, desperately clutched their security blankets.

Since an all-solid-axle version was still available, one might think that matters were not quite as bad as all that. This version, however, was reserved for certain markets. Even though Africa, Asia, Australia, South America and the Middle East might account for most of the world market, those who caused the most fuss (and had the least need for solid axles) lived in Europe and North America.

The family resemblance was still most obvious between the HZJ/FZJ105 and HZJ/FZJ80: solid axles, coil springs, 1HZ or 1FZ-FE engine, and their height of luxury limited to air conditioning and power windows. The 105 was nothing more or less than a stripped base model, still prized in Australia, South America, Africa, and anywhere one wanted to bounce 182

Land Cruiser J10 1998-2007

Above: HZJ105 with bobbed bodywork and an integral camper shell with pop top.

Below: The J10 could haul an impressive amount of cargo if the second and third row benches were folded down. Even more would fit if they were removed entirely.

183

Schlusswort

In Closing A Brief Summary

The array of model variations from sixtyfive years of Land Cruiser history seems like one huge puzzle, and at first glance as confusing as the relationships in extended Middle Eastern families. Let’s take five minutes to summarize the most important high points – “Land Cruiser history in a nutshell,” as it were.

The nomenclature of Land Cruiser models, in short form, consists of a combination of letters and numbers, which in sequence represent engine family, vehicle series and model.

But a precise derivation is only possible with the help of additional knowledge. Examples: ■ BJ40: B engine, J4 series, short wheelbase, first generation ■ BJ42: B engine (3B), J4 series, short wheelbase, third generation ■ HJ61: H engine (12H-T), J6 series, second generation ■ HZJ78: HZ engine (1HZ), J7 series, long wheelbase, second generation ■ KDJ150: KD engine (1KD-FTV), J15 series, long wheelbase ere are three parallel model lines: ■ Land Cruiser, from 1951: BJ, J2/J3, J4, J7 ■ Land Cruiser station wagon, from 1967: J5, J6, J8, J10, J20 ■ Land Cruiser Prado, from 1984: J7, J9, J12, J15 The Land Cruiser The story of the Land Cruiser begins in 1951, with Toyota’s prototype for a light off-road vehicle, built to compete for a U.S. Army contract. The result was the Toyota Jeep BJ, with its ladder frame, two leaf-sprung solid axles, selectable fourwheel drive and no low range. From mid-1954, it was called the Land Cruiser. Although the BJ did not win the Army contract, the concept was so outstanding that Toyota decided to put it into volume production.

Spurred by the impressive civilian success of the BJ, and with a well-defined desire for export sales, in 1955 the developers decided to undertake a fundamental revision of the Land Cruiser BJ. This was the first genuine model change, resulting in the J2.

The J2 was met with extraordinary acclaim. With exports to the USA starting in 1958, and its underlying “Land Cruiser strategy,” Toyota cranked up its sales to such an extent that rapid restructuring was needed, especially in production, to keep up with rising demand.

In the late 1950s, with significant improvement in production methods and materials, Toyota decided on another fundamental revision, and in 1960 presented the real source of the enormous Land Cruiser cult which flourishes to this day: the legendary J4. e J4 series was a huge success. Toyota did not end its production run until 1986; in Brazil, its sister model, the Bandeirante, stayed in production until 2001. e variety of available models was huge. With just under forty different base models and thousands of specification variations, there was truly something for nearly every conceivable range of applications. For the first time, a low-range transfer case was installed, and a diesel engine made its first appearance in a Land Cruiser.

By the early 1980s, the J4 was getting long in the tooth.

Toyota treated its workhorse to a thorough revision, and in 1984 presented the no less legendary J7. Like its predecessor, its mission statement was simple: to work under the most difficult conditions. Reliable. Durable. Economical. The J7 was, so to speak, the J4, only somewhat rejuvenated and with a far more bewildering range of models. It remains, to this day, a stolid, unobtrusive, and maximally reliable workhorse.

In 1999, the J7 was given front coil springs, in 2007 it got its first major facelift and a more rounded front end. The J7 remains in production today, with no end in sight.

The Station Wagon The J2 was available in a long version, the FJ28V, suitable for transporting people as well as cargo. In 1960, in parallel to introduction of the J4, the FJ28V was given a mild makeover and re-introduced as the FJ35V, before being replaced by the FJ45V in December 1960. This, however, was not the last word. The FJ45V was, after all, still a J4, in other words a fairly plain workhorse.

Buyers, especially in the important U.S. market, were looking for modern, comfortable, off-road-capable vehicles that offered 249

Schlusswort

In Closing A Brief Summary

The array of model variations from sixtyfive years of Land Cruiser history seems like one huge puzzle, and at first glance as confusing as the relationships in extended Middle Eastern families. Let’s take five minutes to summarize the most important high points – “Land Cruiser history in a nutshell,” as it were.

The nomenclature of Land Cruiser models, in short form, consists of a combination of letters and numbers, which in sequence represent engine family, vehicle series and model.

But a precise derivation is only possible with the help of additional knowledge. Examples: ■ BJ40: B engine, J4 series, short wheelbase, first generation ■ BJ42: B engine (3B), J4 series, short wheelbase, third generation ■ HJ61: H engine (12H-T), J6 series, second generation ■ HZJ78: HZ engine (1HZ), J7 series, long wheelbase, second generation ■ KDJ150: KD engine (1KD-FTV), J15 series, long wheelbase ere are three parallel model lines: ■ Land Cruiser, from 1951: BJ, J2/J3, J4, J7 ■ Land Cruiser station wagon, from 1967: J5, J6, J8, J10, J20 ■ Land Cruiser Prado, from 1984: J7, J9, J12, J15 The Land Cruiser The story of the Land Cruiser begins in 1951, with Toyota’s prototype for a light off-road vehicle, built to compete for a U.S. Army contract. The result was the Toyota Jeep BJ, with its ladder frame, two leaf-sprung solid axles, selectable fourwheel drive and no low range. From mid-1954, it was called the Land Cruiser. Although the BJ did not win the Army contract, the concept was so outstanding that Toyota decided to put it into volume production.

Spurred by the impressive civilian success of the BJ, and with a well-defined desire for export sales, in 1955 the developers decided to undertake a fundamental revision of the Land Cruiser BJ. This was the first genuine model change, resulting in the J2.

The J2 was met with extraordinary acclaim. With exports to the USA starting in 1958, and its underlying “Land Cruiser strategy,” Toyota cranked up its sales to such an extent that rapid restructuring was needed, especially in production, to keep up with rising demand.

In the late 1950s, with significant improvement in production methods and materials, Toyota decided on another fundamental revision, and in 1960 presented the real source of the enormous Land Cruiser cult which flourishes to this day: the legendary J4. e J4 series was a huge success. Toyota did not end its production run until 1986; in Brazil, its sister model, the Bandeirante, stayed in production until 2001. e variety of available models was huge. With just under forty different base models and thousands of specification variations, there was truly something for nearly every conceivable range of applications. For the first time, a low-range transfer case was installed, and a diesel engine made its first appearance in a Land Cruiser.

By the early 1980s, the J4 was getting long in the tooth.

Toyota treated its workhorse to a thorough revision, and in 1984 presented the no less legendary J7. Like its predecessor, its mission statement was simple: to work under the most difficult conditions. Reliable. Durable. Economical. The J7 was, so to speak, the J4, only somewhat rejuvenated and with a far more bewildering range of models. It remains, to this day, a stolid, unobtrusive, and maximally reliable workhorse.

In 1999, the J7 was given front coil springs, in 2007 it got its first major facelift and a more rounded front end. The J7 remains in production today, with no end in sight.

The Station Wagon The J2 was available in a long version, the FJ28V, suitable for transporting people as well as cargo. In 1960, in parallel to introduction of the J4, the FJ28V was given a mild makeover and re-introduced as the FJ35V, before being replaced by the FJ45V in December 1960. This, however, was not the last word. The FJ45V was, after all, still a J4, in other words a fairly plain workhorse.

Buyers, especially in the important U.S. market, were looking for modern, comfortable, off-road-capable vehicles that offered 249