Farewell old friend, you were loved – Toyota axes the iconic 70 series V8 diesel

Well, we all knew it was coming, and sure enough, a few days ago, Toyota announced that it’s shutting down the 18-year run of the 1VD-FT 4.5L V8 turbo diesel that powers nearly half of all of the 70 Series workhorses that have ever been built.

It was inevitable, really, tightening emissions requirements and what Toyota presumably ironically refers to as “customer expectations” will seemingly always take their toll on larger engines. I mean, the fact that 10 companies put out 33% of the world’s greenhouse gas emissions and 100 companies put out over 70% of the global total is irrelevant. Let’s keep focussing on private-use vehicles rather than enforcing any regulatory sanctions on those wilfully pumping harmful gasses into the air without repercussion… but I digress; we’re here to celebrate the passing of a legend, not talk about the fumbling bureaucracy that killed them.

Where was I? Oh yeah, since 2007, the 1VD has been the go-to engine for 70 Series (and 200) owners. Known as a torquey, understressed and reliable powerplant, it has been the epitome of everything the LandCruiser brand has been built on for the last 70 years. However, the writing has been on the wall for over two years now, back when Toyota “paused” taking orders for V8s. Even so, production will continue into 2025 as Toyota tries to accommodate the orders it has already received from customers keen to get their hands on the last of the eight-cylinder icons.

The 1VD is being replaced by the engine already found in the latest 70s, the 2.8L four-pot turbo-diesel, variations of which have been found in the Luxies and Prados of the last nine-ish years. It’s by no means a bad engine, putting out 150kW and 450Nm of twistery, which Toyota is quick to point out is 20Nm more than the outgoing V8. But there’s torque from a low-revving, low-stress eight-cylinder engine and torque from a highly-strung four-banger using half the cylinders and more (lower) gears to pump out similar numbers – which one would you expect to last longer hauling a tray full of concreting gear? But again, I digress.

The news ain’t all bad. They’ve also announced a return of the 5-speed manual in the four-cylinder. It has shorter first, second and third gears, a taller fifth for highway economy, and a 12-inch clutch and flywheel combo, so it should be pretty stout. You do have to wonder why they didn’t just go for a 6-speed manual like they should have back in 2007, but let’s not get bogged down in too much negativity here.

To be fair, Toyota Australia is doing what it can to keep the “old faithful” workhorse alive. Sean Hanley, Toyota Australia’s Vice President of Sales Marketing & Franchise Operations, encourages any enthusiast of the V8 to join the growing number of four-cylinder converts who are finding the new engine even more capable. “Both here and in Japan,” Mr Hanley says, “Toyota was determined to return the loyalty of our customers by devoting significant resources into ensuring the 70 Series remains a vital part of our line-up for years to come. The only alternative was to walk away from the model – and that was not an option.”

You have to feel for car-makers in the current climate. Emissions requirements, rightly or wrongly, are effectively hamstringing the production of, dare I say, “fun” engines. But it’s not all bad. Evan Spence, in our sister mag Unsealed4X4, said that the four-cylinder LandCruiser definitely doesn’t suck and that, for a lot of people, it’s actually the better choice in real-world terms. The manual transmission just further opens it up as a viable option to those who prefer the three-pedal shuffle over the “put it in D” brigade.

Are we sad about the V8’s demise? Yes, unequivocally. But hopefully, there’s still a lot to look forward to for the LC70s in the coming years. The king is dead; long live the king.

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