If you are like me, you watch every Land Cruiser sales site and auction obsessively, whether it's purely to dream, keep up with market trends or in search of a good deal. Or maybe you are at the beginning of your Cruiserhead journey and casually considering purchasing one of these amazing vehicles?
We've extensively covered the topic of "restorations" for the extent of my nearly four decades as a Cruiserhead and we've never arrived at an agreement on a definition, even within the US Land Cruiser community. To some of us, near maniacal adherence to every single factory specs is the true definition of a restoration. For others, making a few practical upgrades to make the vehicle more drivable is perfectly acceptable and does not affect the nature of a restoration. For some, maintaining the original finish, no matter how much patina is present, is critical to the vehicle's preservation. For others, a "restoration" includes bringing the vehicle's metal back to its original finish and a repaint in the original color on the VIN tag. For others, as long as you stay within Toyota OEM colors is good enough. In other words, "restoration" is often in the eyes of the beholder, and that's just within the US Cruiserhead community. Now expand that to the rest of the world and introduce regional preferences, obscure market specifications and you can see how this can get exponentially more complicated!
For example; in the United States, for the entirety of the FJ40's production, the vehicle was only available with three (3) interior colors. "Oxblood", which is a dark red color, black, and gray, in that order. But did you know that 40 series were available in some markets (and some trim levels) with a chocolate-brown and white striped interior? Or a grey and Scotch tartan interior? Or a light khaki interior? Toyota was often amusingly -or infuriatingly, depending on your attitude- diverse in the specifications offered in each market, even in the same year. While some markets got upper and lower dash pads, others got only the upper pads and others got none, all in the same model-year. Some markets shifted from a split front bench seat to bucket seats on later models, others kept the split bench through the entire production. Some 40 series had short rear benches that faced inward, others had longer benches in the same configuration, and some markets offered a forward facing folding bench in the later years of production. Toyota shifted from the H42 or H41 4-speed transmissions to the H55F in some markets in 1983, but some markets didn't get the H55F until 1984 and some never got it. Engine variants, differential gear ratios, rear doors configurations and trim levels all varied dramatically from market to market and the number of different side mirrors used across the40 series line during its long production borders on ludicrous...
Whatever your definition of "restoration" is, there are hundreds of articles and threads online covering the topic at the highest degree of (excruciating?) detail, so I will limit this article to the importation market.
Let's start by defining what I mean by "Import Market". After all, aren't all Land Cruisers in the US technically imported? For the purpose of this article, I am referring very specifically to Land Cruisers imported into the US by individuals or companies other than Toyota itself. Over the last ten years or so, there's been an explosion of Land Cruiser importations from all over the world, fueled by the huge increase of popularity for vintage Land Cruisers and the influx of new enthusiasts (and their money) and even high-dollar collectors into the Land Cruiser world. Thousands of Land Cruisers from places Colombia, Saudi Arabia, Australia, Venezuela, the Canary Islands, Costa Rica and especially the Japanese Domestic Market (JDM) have flooded the market in the US, and examples of relatively rare Land Cruisers like the mid-chassis length 43/44 series are now for sale almost every week. 45/47 pickups, once ultra rare (officially available in the US from '63-67), are now much more readily available and even 45/47 troopies can be found with relative ease. The same thing has happened to the highly desired and once very exotic 70 series (1984 to the present). Importers have used the 25-yr EPA/DOT rules to legally import 70 series in its many versions from all over the world, and there are at least a dozen very reputable importers and a number of individuals who have sold these vehicles with increasing frequency. In general, the 70 series is a little easier to assess because *ALL* of them are imported; other than small numbers of BJ70s sold into Canada between '85-87 and a number of 75/79 series used as mining vehicles (also in Canada), none were imported by Toyota into North America. Diesel-powered Land Cruisers, always popular, are also more available than ever, and well-preserved vehicles, already a rarity in markets where they were used as work trucks under very rough conditions, command significant premiums.
If you are determined to buy an imported Land Cruiser, you can find pristine restorations, remarkably preserved and unmodified survivors, and unfortunately, some real turds as well. Some vendors are honest and scrupulous and will stand behind the vehicles they sell, others are into it for a quick flip and there's even some shady characters out there that are looking to unload vehicles in poor condition or improperly imported and don't care about your buyer experience or the long-term consequences.
As with everything, the phrase that comes to mind when considering an importation is "caveat emptor", or buyer beware. All of the things that you need to check into when considering the purchase of a vintage vehicle apply, and I won't rehash what many other writers have covered. But with importations, there are additional details to watch for and I'm going to try to cover some of these, as well as share my impressions of the overall quality of vehicles from various countries.
The first step is to ensure legality. The current importation clause for vehicles that are 25 years old or older sits at 1998, so anything newer than that may require additional scrutiny. This doesn't mean that enterprising vendors haven't found creative, possibly quasi-legal ways to import vehicles, but if it's 1999 or newer as of 2023, I'd pay very close attention to the paperwork/title and ask a LOT of questions. Even if the vehicle meets minimum age parameters, get familiar with the importation process and cover your bases. If you look hard enough, there are a half dozen ways to get past federal importation laws encompassing various shades of gray, but in the end, whether you're the person who completed the process or you are the proud owner of the end-result, you're still in violation of federal law, period. If for whatever reason you run into an issue, you will ultimately be responsible for the consequences. About a decade ago, the Department of Transportation hit the Land Rover community pretty hard after uncovering several unscrupulous vendors getting around the process, with devastating consequences. Dozens of people had their Land Rovers confiscated and at least one vehicle was ultimately crushed, as the agency decided to make an example out of it. The Nissan JDM community has experienced several similar situations.
The second step is to ensure that -even if the importation is federally legal- the vehicle complies with your individual state requirements to register a vehicle, especially if it has a diesel drivetrain. California is notoriously restrictive when it comes to this, and several other states have adopted California standards. Again, do your homework and contemplate alternatives.
The third step is to research the vehicle you're importing as much as possible before you even lay hands on the vehicle. For example, if you're considering a LHD BJ73 from France, go dig for as much information on the specs of the variant for that market as possible. For how long were they sold in France? What were the original specs? Do they differ from the vehicle being sold? A lot can happen in 25+ years and it's important to know if all specs match or if the vehicle has experienced modifications or upgrades over that time. Toyota entered into many "local content" agreements in different markets over the years, so it's important to understand these and set proper expectations. Availability of parts (consumable/maintenance/repairs) and knowledge will be very different for a workhorse 3F or 2H engine vs. a more exotic 5-cylinder 1PZ or a much newer (and more complex) 1KZT-FE. As an example, 70 series Land Cruisers -which were already available in dizzying number of variants over almost 40 years of (ongoing) production- were sold in some markets with Italian VM-sourced drivetrains, locally manufactured FRP tops and rear doors, offset Dana 60 axles, and a myriad of smaller modifications to meet local regulations, which can make things tricky over time. The first time I went to upgrade the suspension on my Venezuelan-sourced FJ62 I realized that the locally-mandated heavy-duty rear springs were significantly longer than US and Australian-spec springs and thus required modifications to the frame and spring hangers to install, a costly lesson!
The fourth step, which is perhaps the most important, is to spend time with the seller, especially if you're buying it from a company. Do they understand Land Cruisers? Are they familiar with the vehicles they are importing or are they just buying them from overseas sellers and completing the importation process (i.e. primarily acting as a broker or agent)? If billing the vehicle as "restored", were they involved in the restoration process or did they buy the vehicle from a third party already restored? Do they have details on the process completed? Invoices for parts used? Pictures of the process? True restorers are always very proud of their work and in the era of digital photography and social media, document everything they do openly and clearly. If there is no evidence that something has been completed, that's a red flag.
Consider the vehicle's market origin in assessing its likely condition. Japanese Domestic Market (JDM) Land Cruisers are highly sought after, not just because they often feature quirky specifications and trim levels never available outside of Japan, but also because the Japanese government implements draconian safety inspections to keep vehicles registered, and the use given these Land Cruisers in a very dense, very urban environment is assumed to be relatively light. A Land Cruiser from South America, however, is a different story. We've all seen online pictures of 45/47 and 75/79 series pickup trucks all over the world loaded way past the manufacturer's weight capacity and driven over very rough conditions. Sure, every seller of a Colombian Land Cruiser tells a story of how the truck was found in a remote coffee plantation where it was only used by the family to drive it to church once a week... But what are the odds of that really happening in a country where Land Cruisers are very expensive, bought only when needed and usually used (abused?) until they are no longer road worthy? In my native Caracas, Venezuela, FJ45 "troop carrier" LWB models were used to transport people up and down mountainous terrain for decades, and by the time one was finally retired (as opposed to refurbished) it was completely used up and every component and system would need replacement or repair. I would avoid almost all examples of those just for that reason. Consider conditions like availability in its original market of OEM parts, certified technicians, infrastructure conditions (100K kilometers in southern Europe is very different than 100K in West Africa or 100K kilometers in Japan), weather conditions (for its influence on metal or rubber) and even the known quality of lubricants and fuel. I realize this is a lot of information to research, but it can have a big impact on the overall condition of the vehicle and thus, its value. For example, Land Cruisers from coastal, humid regions or very cold regions that use salt on their roads are much more likely to have rust (visible or hidden) than vehicles from a desert environment, but the latter are more likely to have dried-out rubber and interiors or warped plastic components. Engine lubricants and fuel conditions are often very poor in some corners of the world, and they will have a significant impact on the vehicle's longevity and overall condition.
In countries where Toyota has sold the Land Cruiser for decades across multiple series, it's relatively common to "upgrade" parts and even entire drivetrains as vehicles are "refurbished". This is sometimes done for practical reasons; securing a used 1FZ-FE engine from a 70 series might be cheaper than rebuilding an original 2F, and H55F transmissions were used for so long that they often replaced original H42 or H41s. There are also regional and personal preferences at play here, of course. The risk to these departures from original drivetrains is rooted in a lack of information. What modifications were needed to make these components work together? Were parts machined/modified? Were adapters fabricated? to what tolerances? Were all parts used Toyota OEM? If you don't know what's in your vehicle, repairs could be very expensive or difficult to execute down the road.
Be very careful of the "perfumed pig" version of a restoration. These typically take advantage of the low labor costs in other countries to present a very cosmetically pleasing vehicle that will likely advertise body/metal work and new paint and refurbished interiors (upholstery, canvas tops and/or carpet/floor coverings), liberal use of chassis paint or undercoating, and in the last few years, extensive use of re-plated factory hardware. A small number of these are done to very high levels, but if no mechanical restoration has been completed, there's a pretty good chance that "metal work" includes extensive body filler on original parts and that the paint, while reasonable, is not of the highest quality. Labor may be cheap overseas, but factory OEM parts or precision machine tools are NOT and mechanical refurbishment is often the first factor neglected on these projects. Such Land Cruisers often have original (worn) tie-rod ends and steering components, aftermarket brake bits, rough welds, crude custom exhausts and may need work to major drivetrain components. Spend time under the vehicle you are considering buying or request detailed pictures of the undercarriage and drivetrain components, a lot of information can be gleaned from them. It is common for imported Land Cruisers that have been cosmetically redone to be advertised as having 'refurbished engines' or drivetrains, but unless extensive documentation of these processes can be provided, I would always assume that no such work took place before the vehicle was shipped to the US or that it was completed by a shade tree mechanic. I would strongly recommend saving part of your overall budget to have the vehicle inspected by a reputable Land Cruiser shop and to assume that you will need at least some of that budget for repairs.
What does this all mean? Mostly, it means that determining the overall adherence to originality of a vehicle is very difficult and subjective, and for vehicles imported into the US from other markets that complexity can be overwhelming. The good news? Cruiserheads are known for helping each other and sites like www.ih8mud.com , the Toyota Land Cruiser Association (and its publication, "Toyota Trails'') the @The_Cruiser_Cult and @89nolder accounts on Instagram or the Heritage Land Cruiser Museum in SLC are great sources of information. Before you buy, DO YOUR HOMEWORK!
To close out, I'm sharing a quick list of things to look for that will help you figure out if a 40 series Land Cruiser is imported.
Twelve telltale signs that a 40 series Land Cruiser is probably imported:
There are a few signs that *usually* point to an importation, that you should be looking for:
1. Scraped or taped-out rectangle around frame number on the front horn. Importation laws require that the frame number (since it's also a rough equivalent of the VIN number in most countries outside of the US) be clearly visible, so importers often tape around it to prevent it getting covered in paint or wire-wheel it clean before the inspection process. Even some "restored" vehicles will show that window in an otherwise painted or powdercoated frame.
2. Round rubber bumpers on the front bumper, rear bumperettes or both. These are often low-quality molded rubber with the TEQ or "jellybean in the sombrero" logo stamped on them, sometimes in contrasting white or yellow. These were never optioned in the US but are common in overseas markets. A fabricated metal step -often in diamond-pattern stamped steel- is also a common overseas modification, as is welding shut the top of the rear bumperettes.
3. Thick rear rubber mud flaps, in the same low quality molded rubber with the TEQ or "jellybean in the sombrero" logo stamped on them, sometimes in contrasting white or yellow.
4. Because the ubiquitous "jellybean with a sombrero" logo wasn't adopted until the early 1990s, its presence on any 20, 40, 50 or 60 series Land Cruiser is an easy sign of alterations or modifications. They often appear embroidered or stamped into carpet mats and new upholstery, especially in the headrests.
5. 70 series turn signals mounted horizontally to the front of the fender skirt (as opposed to the original turn signals mounted vertically to the fender itself) are super common on 40 series of Central or South American provenance (top offenders? Costa Rican Land Cruisers). Replacing them with period-correct turn signals will require some bodywork.
Speaking of 70 series, you'll often see 70 series steering wheels (in various configurations over the span of production) and shifter knobs on 40 series "restorations". This can be from preference (i.e. "newer is better"), or necessity (40 series parts are no longer available but there are plenty of 70 series parts available).
6. In some countries, Toyota dealers stamped or spray-painted their names onto front bumpers. This is particularly common in Colombia, where DISTOYOTA (largest national distributor for Toyota) IDs Land Cruisers before selling them. This can be a positive thing as it may indicate the presence of the original, unmodified front bumper, and easily remediated.
7. Interior color variations beyond the ones discussed earlier. For some reason, orange vinyl -a misperception that originates with illustrations on very early factory literature- seems to be a popular choice for South American restorers, despite no evidence that the color was ever used by Toyota. White vinyl has also become popular in the last few years, often accented with embroidery, stamps, diamond patterns or even contrasting piping to match the color of the vehicle. Saddle leather brown is another popular option. None of these are stock, and neither are the straps that secure the rear bench seats in matching color or material. More modern seats from later-model Land Cruiser series are also fairly common on imported 40s. Anything on the floor that's not a factory rubber mat with the (old) Toyota logo on it is probably not factory, and it's common to see custom vinyl, leather or carpet covers that are fitted (often very well) to the interior on some of the higher-end restorations. I will include factory soft tops (FST) here. Historically, Toyota used a muted olive green canvas top on the 20 series and then shifted to a beige vinyl top through the end of production. Any other color is likely aftermarket replacement and if billed as "original" should be a sign of an imported vehicle.
8. Color-matched instrument cluster bezels and glove box doors are also common, especially in South and Central America where sourcing factory components is difficult and expensive. I've also noticed this trend on recent imports from the Middle East. Very shiny chrome bits are another noteworthy indicator; most Land Cruisers left the factory with very little chrome, and even those that did (especially to the Middle East) had factory Toyota chrome which is actually a bit muted.
9. Fresh paint in non-factory colors or incorrect period colors. For example, an FJ40 from the 70s painted in a Toyota paint code used in the 80s, or painted in a Toyota code that was used on other models but never in a Land Cruiser, etc... This varied from market to market (example: US 60 series were never available in black from the factory, but black was a popular color in other markets) and can be a difficult factor to ascertain if you're new to Land Cruisers, so please seek some advice before committing to a purchase!
10. Quirky modifications. Late-model 70 series coil suspension on a 40 series. 75/79 series cargo beds and/or headache racks on a 45/47 series pickup. Newer model (Land Cruiser or not) components on the interior. These are all pretty tell tale signs of a possible importation, so if any are present, do your homework!
11. ID Tags missing codes or 1981+ Land Cruisers missing the 17-digit VIN number required in the United States, or printed in Japanese or any language other than English. Other countries didn't always require all codes (engine, transmission, differential ratio, trim level, paint color) to be present on the ID tags, and the majority of countries never adopted the US's 17-digit VIN and used a frame-number as an identification number instead.
12. Vehicle lacks safety equipment like factory roll bars and/or rear seatbelts, or a factory heater. In many markets, Toyota did not include a rollbar with hardtop version 40s and you can usually tell from the longer rear bench seats (Toyota shortened the bench seats to accommodate the rollbar in markets where it was spec'd). The North American spec for FJ40s included a heater, but most countries where the 40 series was sold did not include a heater, either on the dash or under the seat/console.
Caveat: While I do have personal experience with importing a Land Cruiser from South America for personal use, I don't own a business nor have I ever participated in a commercial venture to import vehicles. I am not an importer, or an agent, nor do I have any preferences or predilections for any specific region or country. I wrote this article to help people navigate through the very confusing import Land Cruiser market; if you spot errors in the article or have additional information to contribute, please add it to the thread so people researching this information can easily find it!
We've extensively covered the topic of "restorations" for the extent of my nearly four decades as a Cruiserhead and we've never arrived at an agreement on a definition, even within the US Land Cruiser community. To some of us, near maniacal adherence to every single factory specs is the true definition of a restoration. For others, making a few practical upgrades to make the vehicle more drivable is perfectly acceptable and does not affect the nature of a restoration. For some, maintaining the original finish, no matter how much patina is present, is critical to the vehicle's preservation. For others, a "restoration" includes bringing the vehicle's metal back to its original finish and a repaint in the original color on the VIN tag. For others, as long as you stay within Toyota OEM colors is good enough. In other words, "restoration" is often in the eyes of the beholder, and that's just within the US Cruiserhead community. Now expand that to the rest of the world and introduce regional preferences, obscure market specifications and you can see how this can get exponentially more complicated!
For example; in the United States, for the entirety of the FJ40's production, the vehicle was only available with three (3) interior colors. "Oxblood", which is a dark red color, black, and gray, in that order. But did you know that 40 series were available in some markets (and some trim levels) with a chocolate-brown and white striped interior? Or a grey and Scotch tartan interior? Or a light khaki interior? Toyota was often amusingly -or infuriatingly, depending on your attitude- diverse in the specifications offered in each market, even in the same year. While some markets got upper and lower dash pads, others got only the upper pads and others got none, all in the same model-year. Some markets shifted from a split front bench seat to bucket seats on later models, others kept the split bench through the entire production. Some 40 series had short rear benches that faced inward, others had longer benches in the same configuration, and some markets offered a forward facing folding bench in the later years of production. Toyota shifted from the H42 or H41 4-speed transmissions to the H55F in some markets in 1983, but some markets didn't get the H55F until 1984 and some never got it. Engine variants, differential gear ratios, rear doors configurations and trim levels all varied dramatically from market to market and the number of different side mirrors used across the40 series line during its long production borders on ludicrous...
Whatever your definition of "restoration" is, there are hundreds of articles and threads online covering the topic at the highest degree of (excruciating?) detail, so I will limit this article to the importation market.
Let's start by defining what I mean by "Import Market". After all, aren't all Land Cruisers in the US technically imported? For the purpose of this article, I am referring very specifically to Land Cruisers imported into the US by individuals or companies other than Toyota itself. Over the last ten years or so, there's been an explosion of Land Cruiser importations from all over the world, fueled by the huge increase of popularity for vintage Land Cruisers and the influx of new enthusiasts (and their money) and even high-dollar collectors into the Land Cruiser world. Thousands of Land Cruisers from places Colombia, Saudi Arabia, Australia, Venezuela, the Canary Islands, Costa Rica and especially the Japanese Domestic Market (JDM) have flooded the market in the US, and examples of relatively rare Land Cruisers like the mid-chassis length 43/44 series are now for sale almost every week. 45/47 pickups, once ultra rare (officially available in the US from '63-67), are now much more readily available and even 45/47 troopies can be found with relative ease. The same thing has happened to the highly desired and once very exotic 70 series (1984 to the present). Importers have used the 25-yr EPA/DOT rules to legally import 70 series in its many versions from all over the world, and there are at least a dozen very reputable importers and a number of individuals who have sold these vehicles with increasing frequency. In general, the 70 series is a little easier to assess because *ALL* of them are imported; other than small numbers of BJ70s sold into Canada between '85-87 and a number of 75/79 series used as mining vehicles (also in Canada), none were imported by Toyota into North America. Diesel-powered Land Cruisers, always popular, are also more available than ever, and well-preserved vehicles, already a rarity in markets where they were used as work trucks under very rough conditions, command significant premiums.
If you are determined to buy an imported Land Cruiser, you can find pristine restorations, remarkably preserved and unmodified survivors, and unfortunately, some real turds as well. Some vendors are honest and scrupulous and will stand behind the vehicles they sell, others are into it for a quick flip and there's even some shady characters out there that are looking to unload vehicles in poor condition or improperly imported and don't care about your buyer experience or the long-term consequences.
As with everything, the phrase that comes to mind when considering an importation is "caveat emptor", or buyer beware. All of the things that you need to check into when considering the purchase of a vintage vehicle apply, and I won't rehash what many other writers have covered. But with importations, there are additional details to watch for and I'm going to try to cover some of these, as well as share my impressions of the overall quality of vehicles from various countries.
The first step is to ensure legality. The current importation clause for vehicles that are 25 years old or older sits at 1998, so anything newer than that may require additional scrutiny. This doesn't mean that enterprising vendors haven't found creative, possibly quasi-legal ways to import vehicles, but if it's 1999 or newer as of 2023, I'd pay very close attention to the paperwork/title and ask a LOT of questions. Even if the vehicle meets minimum age parameters, get familiar with the importation process and cover your bases. If you look hard enough, there are a half dozen ways to get past federal importation laws encompassing various shades of gray, but in the end, whether you're the person who completed the process or you are the proud owner of the end-result, you're still in violation of federal law, period. If for whatever reason you run into an issue, you will ultimately be responsible for the consequences. About a decade ago, the Department of Transportation hit the Land Rover community pretty hard after uncovering several unscrupulous vendors getting around the process, with devastating consequences. Dozens of people had their Land Rovers confiscated and at least one vehicle was ultimately crushed, as the agency decided to make an example out of it. The Nissan JDM community has experienced several similar situations.
The second step is to ensure that -even if the importation is federally legal- the vehicle complies with your individual state requirements to register a vehicle, especially if it has a diesel drivetrain. California is notoriously restrictive when it comes to this, and several other states have adopted California standards. Again, do your homework and contemplate alternatives.
The third step is to research the vehicle you're importing as much as possible before you even lay hands on the vehicle. For example, if you're considering a LHD BJ73 from France, go dig for as much information on the specs of the variant for that market as possible. For how long were they sold in France? What were the original specs? Do they differ from the vehicle being sold? A lot can happen in 25+ years and it's important to know if all specs match or if the vehicle has experienced modifications or upgrades over that time. Toyota entered into many "local content" agreements in different markets over the years, so it's important to understand these and set proper expectations. Availability of parts (consumable/maintenance/repairs) and knowledge will be very different for a workhorse 3F or 2H engine vs. a more exotic 5-cylinder 1PZ or a much newer (and more complex) 1KZT-FE. As an example, 70 series Land Cruisers -which were already available in dizzying number of variants over almost 40 years of (ongoing) production- were sold in some markets with Italian VM-sourced drivetrains, locally manufactured FRP tops and rear doors, offset Dana 60 axles, and a myriad of smaller modifications to meet local regulations, which can make things tricky over time. The first time I went to upgrade the suspension on my Venezuelan-sourced FJ62 I realized that the locally-mandated heavy-duty rear springs were significantly longer than US and Australian-spec springs and thus required modifications to the frame and spring hangers to install, a costly lesson!
The fourth step, which is perhaps the most important, is to spend time with the seller, especially if you're buying it from a company. Do they understand Land Cruisers? Are they familiar with the vehicles they are importing or are they just buying them from overseas sellers and completing the importation process (i.e. primarily acting as a broker or agent)? If billing the vehicle as "restored", were they involved in the restoration process or did they buy the vehicle from a third party already restored? Do they have details on the process completed? Invoices for parts used? Pictures of the process? True restorers are always very proud of their work and in the era of digital photography and social media, document everything they do openly and clearly. If there is no evidence that something has been completed, that's a red flag.
Consider the vehicle's market origin in assessing its likely condition. Japanese Domestic Market (JDM) Land Cruisers are highly sought after, not just because they often feature quirky specifications and trim levels never available outside of Japan, but also because the Japanese government implements draconian safety inspections to keep vehicles registered, and the use given these Land Cruisers in a very dense, very urban environment is assumed to be relatively light. A Land Cruiser from South America, however, is a different story. We've all seen online pictures of 45/47 and 75/79 series pickup trucks all over the world loaded way past the manufacturer's weight capacity and driven over very rough conditions. Sure, every seller of a Colombian Land Cruiser tells a story of how the truck was found in a remote coffee plantation where it was only used by the family to drive it to church once a week... But what are the odds of that really happening in a country where Land Cruisers are very expensive, bought only when needed and usually used (abused?) until they are no longer road worthy? In my native Caracas, Venezuela, FJ45 "troop carrier" LWB models were used to transport people up and down mountainous terrain for decades, and by the time one was finally retired (as opposed to refurbished) it was completely used up and every component and system would need replacement or repair. I would avoid almost all examples of those just for that reason. Consider conditions like availability in its original market of OEM parts, certified technicians, infrastructure conditions (100K kilometers in southern Europe is very different than 100K in West Africa or 100K kilometers in Japan), weather conditions (for its influence on metal or rubber) and even the known quality of lubricants and fuel. I realize this is a lot of information to research, but it can have a big impact on the overall condition of the vehicle and thus, its value. For example, Land Cruisers from coastal, humid regions or very cold regions that use salt on their roads are much more likely to have rust (visible or hidden) than vehicles from a desert environment, but the latter are more likely to have dried-out rubber and interiors or warped plastic components. Engine lubricants and fuel conditions are often very poor in some corners of the world, and they will have a significant impact on the vehicle's longevity and overall condition.
In countries where Toyota has sold the Land Cruiser for decades across multiple series, it's relatively common to "upgrade" parts and even entire drivetrains as vehicles are "refurbished". This is sometimes done for practical reasons; securing a used 1FZ-FE engine from a 70 series might be cheaper than rebuilding an original 2F, and H55F transmissions were used for so long that they often replaced original H42 or H41s. There are also regional and personal preferences at play here, of course. The risk to these departures from original drivetrains is rooted in a lack of information. What modifications were needed to make these components work together? Were parts machined/modified? Were adapters fabricated? to what tolerances? Were all parts used Toyota OEM? If you don't know what's in your vehicle, repairs could be very expensive or difficult to execute down the road.
Be very careful of the "perfumed pig" version of a restoration. These typically take advantage of the low labor costs in other countries to present a very cosmetically pleasing vehicle that will likely advertise body/metal work and new paint and refurbished interiors (upholstery, canvas tops and/or carpet/floor coverings), liberal use of chassis paint or undercoating, and in the last few years, extensive use of re-plated factory hardware. A small number of these are done to very high levels, but if no mechanical restoration has been completed, there's a pretty good chance that "metal work" includes extensive body filler on original parts and that the paint, while reasonable, is not of the highest quality. Labor may be cheap overseas, but factory OEM parts or precision machine tools are NOT and mechanical refurbishment is often the first factor neglected on these projects. Such Land Cruisers often have original (worn) tie-rod ends and steering components, aftermarket brake bits, rough welds, crude custom exhausts and may need work to major drivetrain components. Spend time under the vehicle you are considering buying or request detailed pictures of the undercarriage and drivetrain components, a lot of information can be gleaned from them. It is common for imported Land Cruisers that have been cosmetically redone to be advertised as having 'refurbished engines' or drivetrains, but unless extensive documentation of these processes can be provided, I would always assume that no such work took place before the vehicle was shipped to the US or that it was completed by a shade tree mechanic. I would strongly recommend saving part of your overall budget to have the vehicle inspected by a reputable Land Cruiser shop and to assume that you will need at least some of that budget for repairs.
What does this all mean? Mostly, it means that determining the overall adherence to originality of a vehicle is very difficult and subjective, and for vehicles imported into the US from other markets that complexity can be overwhelming. The good news? Cruiserheads are known for helping each other and sites like www.ih8mud.com , the Toyota Land Cruiser Association (and its publication, "Toyota Trails'') the @The_Cruiser_Cult and @89nolder accounts on Instagram or the Heritage Land Cruiser Museum in SLC are great sources of information. Before you buy, DO YOUR HOMEWORK!
To close out, I'm sharing a quick list of things to look for that will help you figure out if a 40 series Land Cruiser is imported.
Twelve telltale signs that a 40 series Land Cruiser is probably imported:
There are a few signs that *usually* point to an importation, that you should be looking for:
1. Scraped or taped-out rectangle around frame number on the front horn. Importation laws require that the frame number (since it's also a rough equivalent of the VIN number in most countries outside of the US) be clearly visible, so importers often tape around it to prevent it getting covered in paint or wire-wheel it clean before the inspection process. Even some "restored" vehicles will show that window in an otherwise painted or powdercoated frame.
2. Round rubber bumpers on the front bumper, rear bumperettes or both. These are often low-quality molded rubber with the TEQ or "jellybean in the sombrero" logo stamped on them, sometimes in contrasting white or yellow. These were never optioned in the US but are common in overseas markets. A fabricated metal step -often in diamond-pattern stamped steel- is also a common overseas modification, as is welding shut the top of the rear bumperettes.
3. Thick rear rubber mud flaps, in the same low quality molded rubber with the TEQ or "jellybean in the sombrero" logo stamped on them, sometimes in contrasting white or yellow.
4. Because the ubiquitous "jellybean with a sombrero" logo wasn't adopted until the early 1990s, its presence on any 20, 40, 50 or 60 series Land Cruiser is an easy sign of alterations or modifications. They often appear embroidered or stamped into carpet mats and new upholstery, especially in the headrests.
5. 70 series turn signals mounted horizontally to the front of the fender skirt (as opposed to the original turn signals mounted vertically to the fender itself) are super common on 40 series of Central or South American provenance (top offenders? Costa Rican Land Cruisers). Replacing them with period-correct turn signals will require some bodywork.
Speaking of 70 series, you'll often see 70 series steering wheels (in various configurations over the span of production) and shifter knobs on 40 series "restorations". This can be from preference (i.e. "newer is better"), or necessity (40 series parts are no longer available but there are plenty of 70 series parts available).
6. In some countries, Toyota dealers stamped or spray-painted their names onto front bumpers. This is particularly common in Colombia, where DISTOYOTA (largest national distributor for Toyota) IDs Land Cruisers before selling them. This can be a positive thing as it may indicate the presence of the original, unmodified front bumper, and easily remediated.
7. Interior color variations beyond the ones discussed earlier. For some reason, orange vinyl -a misperception that originates with illustrations on very early factory literature- seems to be a popular choice for South American restorers, despite no evidence that the color was ever used by Toyota. White vinyl has also become popular in the last few years, often accented with embroidery, stamps, diamond patterns or even contrasting piping to match the color of the vehicle. Saddle leather brown is another popular option. None of these are stock, and neither are the straps that secure the rear bench seats in matching color or material. More modern seats from later-model Land Cruiser series are also fairly common on imported 40s. Anything on the floor that's not a factory rubber mat with the (old) Toyota logo on it is probably not factory, and it's common to see custom vinyl, leather or carpet covers that are fitted (often very well) to the interior on some of the higher-end restorations. I will include factory soft tops (FST) here. Historically, Toyota used a muted olive green canvas top on the 20 series and then shifted to a beige vinyl top through the end of production. Any other color is likely aftermarket replacement and if billed as "original" should be a sign of an imported vehicle.
8. Color-matched instrument cluster bezels and glove box doors are also common, especially in South and Central America where sourcing factory components is difficult and expensive. I've also noticed this trend on recent imports from the Middle East. Very shiny chrome bits are another noteworthy indicator; most Land Cruisers left the factory with very little chrome, and even those that did (especially to the Middle East) had factory Toyota chrome which is actually a bit muted.
9. Fresh paint in non-factory colors or incorrect period colors. For example, an FJ40 from the 70s painted in a Toyota paint code used in the 80s, or painted in a Toyota code that was used on other models but never in a Land Cruiser, etc... This varied from market to market (example: US 60 series were never available in black from the factory, but black was a popular color in other markets) and can be a difficult factor to ascertain if you're new to Land Cruisers, so please seek some advice before committing to a purchase!
10. Quirky modifications. Late-model 70 series coil suspension on a 40 series. 75/79 series cargo beds and/or headache racks on a 45/47 series pickup. Newer model (Land Cruiser or not) components on the interior. These are all pretty tell tale signs of a possible importation, so if any are present, do your homework!
11. ID Tags missing codes or 1981+ Land Cruisers missing the 17-digit VIN number required in the United States, or printed in Japanese or any language other than English. Other countries didn't always require all codes (engine, transmission, differential ratio, trim level, paint color) to be present on the ID tags, and the majority of countries never adopted the US's 17-digit VIN and used a frame-number as an identification number instead.
12. Vehicle lacks safety equipment like factory roll bars and/or rear seatbelts, or a factory heater. In many markets, Toyota did not include a rollbar with hardtop version 40s and you can usually tell from the longer rear bench seats (Toyota shortened the bench seats to accommodate the rollbar in markets where it was spec'd). The North American spec for FJ40s included a heater, but most countries where the 40 series was sold did not include a heater, either on the dash or under the seat/console.
Caveat: While I do have personal experience with importing a Land Cruiser from South America for personal use, I don't own a business nor have I ever participated in a commercial venture to import vehicles. I am not an importer, or an agent, nor do I have any preferences or predilections for any specific region or country. I wrote this article to help people navigate through the very confusing import Land Cruiser market; if you spot errors in the article or have additional information to contribute, please add it to the thread so people researching this information can easily find it!
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