The History of the Land Cruiser

Sakichi Toyoda was born in Yamagushi, Japan in 1867. In 1907 he creates the “Toyoda´s Loom Works”. Sakichi will dedicate all his life to the manufacture of textiles, with the conviction that he would invent an automatic textile manufacturing process. In time, “Toyoda´s Loom Works” changed its name to “Toyoda´s Automatic Loom Works” (TALW), after Sakichi’s efforts to manufacture textiles in an automated facility came to bear fruition. His son, Kiichiro, would share the success of the family in the textile manufacturing field, but this was not his man fascination. In 1927 Kiichiro starts to experiment with automobile construction. In 1930, he fabricates his first prototype in a corner of TALW. The first engine he used, a 3.4-liter A-Type engine was completed in September 1934, and in May 1935 his first prototype was finished. Due to restrictions in automobile fabrication, Kiichiro focuses his production to heavy-duty vehicles. In July of 1936 it was decided that automobiles produced by the TALW Auto Division would be commercialized under the name TOYOTA. In August 28, 1937, Kiichiro founded "Toyota Motor Co., Ltd" (TMC). The Koromo plant was officially open in November 1938 and later would be know as the "Honsha Plant". The first vehicle produced was the BM truck. A new version of the 75 hp BM engine would be the first engine used by Land Cruiser.

With the arrival of WWII, the priority for Toyota, as for all other facilities in Japan was war production. During this period, Toyota produced a variety of 2X4 trucks, the KCY 4x4 truck and the amphibian version of the KCY. With the capture of an American Jeep, came the development and manufacture of the AK-10, predecessor to the Land Cruiser, who gains a reputation of excellent performance in difficult terrain. The AK-10 was assembled with a variety of Toyota parts from several different vehicles, and powered by a 45 hp, 4-cylinder engine. But the development of the AK-10 came too late in the war to be mass-produced. The smaller Kurogane Type 95 "Black Medal" would be the 4x4 vehicle of the Japanese army.

After the Japanese surrender in 1945, Toyota started production of trucks to help with the re-construction of Japan. The BM and SM type trucks were proposed for such purpose. In 1948, Communism spread in China, while friction between the US and Russia became more serious. Then, in July 25, 1951, North Korea invades South Korea and the US is involved in another war. For the US, it was not cost efficient to transport Willis Jeeps to the theatre of operations, so the US Army and the newly formed Japanese Defense Force petitioned Toyota for a “jeep like” vehicle. In five months, Toyota developed what at the time was called the “Toyota Jeep BJ”. It was outfitted with a 6 cylinder, B-type gas engine, 338cc, and 85 hp at 2400 RPMs and 159 lb/ft at 1600 RPMs. This engine was dated from 1938 and was designed for the 1-1/2 ton BM truck. The BM engine was modeled after the ‘30s Chevrolet engine. The Toyota Jeep BJ chassis was based on the SB truck, originally produced in 1947, and therefore the BJ was longer and wider than the Willis Jeep. Looking like a Willis more than anything else, the Toyota Jeep BJ was produced as a commercial and military vehicle. Because it looked like the Jeep, it was accused of being just a copy, but at the technical level, the BJ was build with an entire different philosophy. The Willis was designed to be as light as possible, using a small 4-cylinder engine originated from automobiles. Due to the Willis low torque characteristics, it was forced to use a gear reducer to traverse difficult terrain and steep hills. The Toyota Jeep BJ, built from 2 and 4-ton trucks, with its high torque engine had no need for gear reduction, and its 4-speed transmission with its 5.53:1 first gear was more than adequate. The Toyota Jeep BJ won points in July 1951 as the first motorized vehicle to reach the sixth station of Mt Fuji, driven by Ichiro Taira. Unfortunately, this publicity stunt did not went well with the American public and Toyota could not secure a large contract, but it was well received by the Japanese Defense Force and Police; it was also utilized with commercial purposes, specially agricultural.

In 1953, after 2 years of negotiations, the first 298 BJ were produced for the Japanese Defense Force. The production of the BJ was negotiated with the Arakawa Bankin Kogyo KK (ARACO Corporation). Toyota would send chassis parts to be assembled at TALW, then transported to Arakawa Bankin Kogyo KK where the body would be assembled and mounted on completed chassis. From there, the BJ would come back to TALW for inspection by representatives of the Defense Force and a final adjustment team of 20 people.

As Willis registered the name Jeep, Toyota was in need of finding a new name for their BJ. In June 24, 1954 the name Land Cruiser was chosen by the Toyota Manager Director Hanji Umehara, so it could be in direct competition with Jeep and Land Rover, who were already in the market. In the mid-50s the Japanese economy was at its peak, and Toyota was working endlessly on a production net to fill the local demand of its products. The time was right to introduce the Land Cruiser to the world market, were Jeep and Land Rover had a firm hold. The BJ was principally produced as a military vehicle, but its characteristics changed as years of peace passed, until it evolved into the 20 series. The BJ25 enters the scene on August of 1955, equipped with the B-type gas engine while at the same time the FJ25 debuted, with its F-type, 105 hp gas engine. The B engine was discontinued, leaving the FJ25 as the basic model of the series, but with 10 variations, from the FJ20 to the FJ29. Two different wheel base sizes (2285mm y 2430mm) were available, also the only 2x4 Land Cruiser, specially designed for the National Police Agency. In 1958 a “van” type body with even larger wheel base (2650mm) was introduced to the market as the only model of the 30 series, the FJ35V. In 1957 Toyota tested several vehicles for the U.S. Army Procurement Agency (Japan) (APA) in Baltimore, Maryland. The 750Kg truck (2FQ15L) and the 2.5-ton diesel truck (2DW156L) were well received. Even if the performance of the FJ25L was not bad, it did not achieved all the requisites of the APA, yet the superiority of the Land Cruiser was acknowledged by the US military and Toyota was finally convinced it was time to enter the American market.

The Land Cruiser has become the company standard to be introduced into the foreign markets because of its performance and efficiency against the competition. Not giving an inch, Toyota launches in 1960 the first version of the legendary FJ40, with a series of improvements over its predecessors, making it a very attractive vehicle.

The good reputation of the 20 series all around the world made sales of the FJ40 possible, but with more power, better performance, and comfort, success was achieved. The new 40 series could not be better, and was destined to become the icon for all 4x4 vehicles around the world. Among the features of the 40 series was a reduction box attached to the transfer case. The transfer case stick was located in the control panel, the transmission stick on the steering column, making possible to accommodate three people in the front seat of this Land Cruiser. A new F engine, with 125 hp, that latter would be retrofitted to 135 hp would be the change that features most highly among all the Land Cruiser improvements.

From here on, the Land Cruiser would see very minor changes year after year, keeping its shape and size almost like the original model until 1985. The 40 series base model was the FJ40 Short Wheel Base (SWB), available with hard and soft-top. The FJ43 was also available in hard and soft-top, and the FJ45V Long Wheel Base (LWB). These were the basic Land Cruiser models, with different variants for different markets around the world. In 1967 the market had a need for a station wagon type body and the FJ45V was discontinued to give way to the FJ55V, with a wheelbase of 2700mm. Now family, luggage, and equipment could comfortably ride in the Land Cruiser on the road or off it. The whole manufacturing of Land Cruisers was the responsibility of Arakawa Auto Body Co., LTD (now known as ARACO Corporation); with only a few long wheelbase models, like the FJ35V and FJ45V sent to the Gifu Auto Body Industry Co., LTD, who in the beginning was in charge of producing the 50 series Land Cruiser.

In 1974, when the new Japanese auto regulations place the Land Cruiser in the “large” vehicle classification because of its 4-liter gas engine, which increased the taxes on ownership, the diesel powered BJ40 makes its entrance. The BJ40, with a 2.8-litre, 4 cylinder, B-type diesel engine reclassify the Land Cruiser as a compact vehicle. Even if this is the first formal diesel powered Land Cruiser, some other diesel models were already produced since 1967, like the HJ40, equipped with an 3.6-litre, H-type, 6 cylinder engine. Another feature introduced in 1974 was the new 2F engine, with its 4.2-litre and 140 hp it would take the Land Cruiser to new heights. A new 50 series version, the FJ56V is introduced to the market with the 2F engine. Other changes to the FJ55V are the 4-speed transmission that replaces the 3-speed, and a variety of cosmetic changes. The 50 series Land Cruiser was produced principally for Australia and America, where at the time was know as “The Moose”, for it peculiar shape.

Also in 1974, the new 3.1-litre, 2B engine debuts in the 40 series and the BJ40, BJ41 and BJ43 evolve into the BJ44.

In 1980 a new station wagon model is introduced to replace the 50 series. The 60 series Land Cruiser started development in 1976, under the supervision of Chief Engineer Hirosi Ohsawa. It must be bigger than its predecessor to be able to compete in the American market; it also must be a passenger vehicle with added luxury. For this new 60 series, coil springs were considered in the design, but it was decided to keep the semi-elliptical springs, to safeguard the reputation of the previous models as tough and dependable off road. Eventually, Hiroshi Ohsawa takes charge of the development of the Hilux, leaving Chief Engineer Iichi Shingu responsible for the 60 series. In 1980, the 60 series Land Cruiser comes into its own.

In the beginning, the available 60 models were the FJ60, with the 2F engine and the BJ60 with the 3B diesel engine, 3.4-litre. In 1982 a new variationis available, the HJ60, equipped with a 4.0 2H 6 cylinder diesel engine, 5-speed transmission, electric mirrors and windows, and other luxury items. The FJ and BJ evolved from the 60 to the 61 series, and the Land Cruiser starts to be sold in standard or luxury versions, differentiated by the GX for the luxury version.

New controls and restrictions in emissions force the 40 series to be equipped with the 3B engine and the BJ42 and BJ44 are produced. During almost 30 years, the external looks of the Land Cruiser saw very little change, and it was deemed necessary to update the appearance of the 40 series. The 70 series Land Cruiser would replace the 40, with the idea of convincing Land Cruiser owners around the world that the 70 series was superior, not an easy task given the excellent reputation of the current Land Cruisers at that time.

The rest of the Land Cruiser History is under construction.