In 1933 the automotive division of Toyota Automatic Loom Works was established. The origins of the Toyota Land Cruiser began some five years after the Second World War, when US Army Jeeps were a common sight in Japan. These were the only 4×4s available and at the time there was a need for a vehicle a little larger than the Jeep and one that could be built locally as part of the reconstruction programme meant to

revitalise Japan’s economy. The US Army and the Police Reserve approached Toyota Motor Corporation with a request to design and produce such a vehicle. Toyota used its experience gained during the war when it produced the light scout car, the AK10.In only five months a Jeep-like prototype called the Toyota Jeep was built. Willys quickly pointed out that this name would be an infringement on its trademark, and in the following year it was given a new name – the Toyota Model B-85. Production commenced in 1953 and a year later, after 298 Model B-85s had been produced, so the name Land Cruiser made its mark on the world.Not surprisingly, it looked very much like an American Jeep. It had a split front windscreen, the only Toyota ever to have one, and was driven by a 6-cylinder 63kW engine and a gearbox which initially had no synchromesh whatsoever, but later was given syncros on the two top ratios only. The 1963 FJ25 model was a short wheelbase machine wit a 6-cylinder 236 cubic-inch engine and part time four-wheel drive which could be engaged without stopping. This powerplant remained the only engine available until 1968.

Exported from Japan in 1967, the 40 series FJ40 (SWB) and the FJ45 (LWB) and their replacements the FJ42 and FJ47, maintained the strictly military appearance of the earlier Land Cruisers while the 40 series maintained the looks of the earlier machines but came with a choice of hard and soft tops. The hard-top version featured a two-piece tailgate and small windows on the side at the rear. The LWB versions were offered

with a pick-up, a soft-top, a canvas top and a cab-chassis options. The early 4-speed transmission was replaced by a 3-speed column shift with a 2-speed transfer gearbox. Between 1960 and 1968 few visual changes appeared, but ongoing mechanical improvements took place. The gear change was moved from the column to the floor and the rear axle diff, which had occupied a position in the middle of the axle, was moved to the position it occupies today. The 15-inch wheel rims were replaced with those measuring 16 inches. In 1968, the old 135 petrol engine was replaced by a 3 873cc 6-cylinder unit that produced increased power and torque. In 1969 a station wagon version appeared in the form of the FJ55, the predecessor to the modern 60 series station wagons. This machine was the first four-door Cruiser, and was equipped with improved seating, better ventilation and heating and was far more modern in appearance than
its predecessors. This vehicle introduced modern materials to the Land Cruiser such as plastic brake and clutch fluid reservoirs and disposable oil filters.

The 1971 range was improved when the engine was fitted with a twin barrel carburettor and the drive train was given Burfield constant velocity joints. Split wheel rims also made their debut. Tyre sizes went from 7.00 X 16 to 7.50 X 16. In 1972 the 3-speed box was replaced by a 4-speed unit and a heater/demister was fitted. In 1975 perhaps the most significant range of improvements to the already very popular and top selling Land Cruisers were made. A brand new 6-cylinder powerplant, the 2F was introduced.

It was a greatly improved 4230cc that produced 96 kW at 3600 rpm and a torque of 274 Nm at 1800 rpm. This was the year that the first diesel powerplant was available to the Land cruiser. The ‘H’ engine produced 70 kW at 3600 rpm and torque of 216 Nm at 2200 rpm. Diesel equipped vehicles were designated the ‘H’ series, and so the vehicle was known as the HJ45. Hazard warning flashers and inertia reel seatbelts were added, and some anti-pollution equipment was plumbed into the engines. Brake lining area was increased and fully floating axles were introduced to all models. During the remainder of the 1970s, ongoing modifications appeared. A tubular spare wheel carrier, revised mirrors, a canvas top option for the LWB model, an 84-litre fuel tank, the ‘B’ series diesel engine, quarter vents and improved seating kept the Land Cruiser up with the times. The current Land Cruiser pick-up is the FJ75, only available in a long wheelbase version in South Africa. Like those before it, it remains an outstanding heavy-duty 4×4. Its design is old fashioned and rugged, it’s very reliable and spare parts are readily available throughout Africa. Suspension is by solid axles and leaf springs. Criticisms still include the long rear overhang that causes heavy loads in the pick-up load box to make the front ride up and cause handling difficulties. There area few station wagon variants of the FJ40 and FJ75 but these are rare and make excellent safari vehicles. Current Land Cruiser pick-ups are now fitted with an uprated 4200 cc 6-cylinder diesel powerplant.

The first generation Prado was a station-wagon development using a Land Cruiser pick-up stlyed cab but the first to reach South Africa was the second generation and best known Prado. It arrived in 1997. The Prado is a luxury station wagon, smaller than the Cruiser 100, with permanent four-wheel drive transmission with lockable centre and rear differentials, independent front coil spring suspension and a solid rear axle on coils. There are two engine options, a 3,4-litre V6 petrol and 3-litre 4-cylinder diesel. If you are looking for a vehicle that will spend 80% of its time on-road then choose the petrol. If you plan to be a little adventurous, go for the diesel. The diesel engine is a beauty, offering good cruising and town driving power but also enough low down torque, where the turbo is inoperative, to allow really low engine speeds when moving over rough ground.Off-road the Prado is as able as any luxury 4×4 on the market and
in this category I would place it behind the Discovery Series-3 but superior to the Prado. Rarely have I ever driven a vehicle more able on dunes than the diesel Prado ‘ put it into low-range fourth and it feels unstoppable and very easy to drive. Until the 2003 face-lift the interior was unexciting and its competitors beat it for seating and appointments. The Prado is not well suited to heavy loads and vehicles built before about May 1998 had rear suspension problems that resulted in easy bottoming of the rear axle, even without a load. This was corrected to some degree on later models. Heavy-duty springs and shocks do well on the Prado and if you intend to use a Prado for heavy loads put them on your ‘must have’ list.

start from $47,990* for both the petrol and Turbo Diesel manual model for sale in December (or until stocks last). *Recommended retail prices exclude dealer delivery and statutory charges.

through early mornings and high passes.