Your Thoughts on the LC 250? (5 Viewers)

[Rednexus]

I haven't checked 100 prices around here in awhile, but when I was looking in 2020, $20K was the entry point for anything nice in 100-land. The GX470s were pretty plentiful at that time in the $8-12K market, so that is what I got.

100 vs. 200 - we're on the same page; I'd pick a 200 any day just for the 3UR and not having torsion bars. However they are not $20K around here, $30K is a more normal entry price. Honestly a lot of the 200s for sale seem to have kind of a beat up interior - for whatever reason the 200 interior seems to wear out faster than a 100. I suppose the additional power and suspension would still be worth it.

100 vs. 80 - 100 any day of the week.

 

[hoser]

I have a hard time seeing the 100 ending up with the same type of following as the 40/60/80. It's too soft to fit in the category of rugged classic 4x4 even if it is just as durable. And I don't know anyone who thought of that as a "dream car" in the era when it was new. I tend to think the same thing about the 4th gen 4Runner. Mechanically it was great. It just didn't look the part and never really developed a fanbase like the 1st, 3rd, and 5th gen have. The availability of cheap 100's is a bit of an indicator to me of the relative popularity as a classic. I turned down buying one last year for $4k. I'd have a hard time finding a clean drivable 1st gen 4Runner or even a Samurai for that. I've been looking for either a 1G 4R or Samurai lately for a next toy and clean unmolested ones are hard to come by.

100's will become collectible. They are at the bottom end as far as pricing right now. Most vehicles are at the bottom end at the 15-20 year mark. At 25 years, they become "classics." 1st Gen 4runners, Samurais and LC80's were also cheap at that point in time. The 100 is one of my favorite LC's.... and I've owned 70/80/100/200 series... all fairly heavily modded.

 

[04UZJ100]

Light duty 4-banger.

No thanks.

 

[Jetboy]

100's will become collectible. They are at the bottom end as far as pricing right now. Most vehicles are at the bottom end at the 15-20 year mark. At 25 years, they become "classics." 1st Gen 4runners, Samurais and LC80's were also cheap at that point in time. The 100 is one of my favorite LC's.... and I've owned 70/80/100/200 series... all fairly heavily modded.

Might be right. I have a hard time seeing the critical mass of interest developing to make it a collectible. The 1G 4Runners, Samurai, LC80's all have some pretty unique features that make them special. The 100 - I'm just not sure what that is.

 

[2021 LC200]

100's will become collectible. They are at the bottom end as far as pricing right now. Most vehicles are at the bottom end at the 15-20 year mark. At 25 years, they become "classics." 1st Gen 4runners, Samurais and LC80's were also cheap at that point in time. The 100 is one of my favorite LC's.... and I've owned 70/80/100/200 series... all fairly heavily modded.

I can see the 100 and 200 due to classic Toyota looks, reliability, each being flag carriers of the Land Cruiser line up and low sold numbers in the US become collector vehicles with time.

 

[Brown98LC]

I can see the 100 and 200 due to classic Toyota looks, reliability, each being flag carriers of the Land Cruiser line up and low sold numbers in the US become collector vehicles with time.

The 200 will for sure become a classic because its the last of the v8 big wagons, that will always have a special place.
It is already happening here in the Middle East. They sold an insane amount of 200s and its still one of the most popular vehicles on the road but the 5.7 has gained legendary status, especially after the reliability issues of the twin 6. As the amount of clean 200s will decrease over the years, the clean examples will definitely hold value. Not sure if the US will follow the same cycle but technically its even more special in the US where the 200 is the last of it specific lineage and is much much rarer. (if you exclude the LX 600 which technically is its direct successor).

 

[04UZJ100]

@Knowbuddy - my comment is literally the truth, though

 

[Brown98LC]

@Knowbuddy - my comment is literally the truth, though

I want to laugh at your comment
But im scared that 4 banger will end up in the 300 soon...or even 70 series (which already has a 4 cylinder diesel)

HD4banger sounds like it would be a nice new username.

 

[TheRealDeal124]

So theoretically one could obtain a 2002 1FZ-FE middle east spec, and swap it into an 80 series stateside?

 

[Brown98LC]

So theoretically one could obtain a 2002 1FZ-FE middle east spec, and swap it into an 80 series stateside?

Yes

Coilpacked 1FZ-FE and H151F Swap

Ever since I bought my 97 40th anniversary she has had a knock in the engine. I have been amazed how reliable these engines are. In my home country (Colombia) there is a saying that says "Toyota es Toyota" or in English "Toyota is Toyota" It can be interpreted that Toyota is what it is the best...

forum.ih8mud.com

 

[TWILLY]

Light duty 4-banger.

No thanks.

Of all the things to "light duty" about, the turbo hybrid -- which out-torques every previous US Land Cruiser (by a lot) -- is not among them.

 

[04UZJ100]

Of all the things to "light duty" about, the turbo hybrid -- which out-torques every previous US Land Cruiser (by a lot) -- is not among them.

Yes. Light duty. Tacoma/Prado based.

 

[malden]

I want to laugh at your comment
But im scared that 4 banger will end up in the 300 soon...or even 70 series (which already has a 4 cylinder diesel)

The 250 seems to be what many people say here: a car designed by Americans for Americans with American taste and in harmony with the current American political reality. So it's not a surprise that the 4 cylinder turbo hybrid is being sold only in…..wait for it….America. I don’t expect its usage to be generalized elsewhere. However, the focus for Toyota is clearly hybrid over EV for the time being, and I will not be surprised if Toyota finds a way to surprise us all with this technology. This 4 banger might prove to be a good engine and we will know more about it pretty soon as the 2.4l Turbo hybrid is being delivered now in the States in the 2024 Crown. I hope to drive it next week. The 4 cyl turbo is getting panned here as they are delivering in the new Tacoma. But that is an engine you must know already.

 

[Diff Kraken]

The 1GR for the GCC is a radically different engine than the one for the US market.

Not to get off track, but could you elaborate on this a bit? I tried a google search but didn't find relevant info.


A second question for the thread: Do we have undercarriage shots showing the location and support setup of the front differential?

From my experience, having owned and wheeled a 200 series, a GX470, and a 5G 4R, one big compromise on the 120/150 is the way the front diff is attached and exposed without a proper skid plate, subject to getting bent, cracked and even pushed into the oil pan from a front strike to the undercarriage that can disable the vehicle (ask me how I know). The 200 front diff mounting is much stronger and has a bash guard that can take a decent hit. I've seen this same scenario discussed among aid workers abroad who I understand sometimes shun the Prado for field work partially for this reason. I think the weaker front diff support/bracket setup was one element that made the 120/150 light duty designation important. I'm sure there are many other design elements (tie rods, etc.) that make the difference between the light duty and heavy duty wagons, but I think an improvement on the front diff support will go a long way for robustness IMHO.

 

[Jetboy]

Not to get off track, but could you elaborate on this a bit? I tried a google search but didn't find relevant info.


A second question for the thread: Do we have undercarriage shots showing the location and support setup of the front differential?

From my experience, having owned and wheeled a 200 series, a GX470, and a 5G 4R, one big compromise on the 120/150 is the way the front diff is attached and exposed without a proper skid plate, subject to getting bent, cracked and even pushed into the oil pan from a front strike to the undercarriage that can disable the vehicle (ask me how I know). The 200 front diff mounting is much stronger and has a bash guard that can take a decent hit. I've seen this same scenario discussed among aid workers abroad who I understand sometimes shun the Prado for field work partially for this reason. I think the weaker front diff support/bracket setup was one element that made the 120/150 light duty designation important. I'm sure there are many other design elements (tie rods, etc.) that make the difference between the light duty and heavy duty wagons, but I think an improvement on the front diff support will go a long way for robustness IMHO.

I'm not sure what you're meaning with the front diff. The 150 front diff is extremely strong. And it comes protected by a skid plate. It's also steel. Not aluminum. I think it's at least as strong as the rear axle housing. My memory is that it's stronger, but it's been a little while since I've built a 4Runner front diff. I beat the s*** out of mine. The Rubicon. Tons of Moab trails. There's no weakness I can find. I've never heard of anyone breaking one.

The only weaknesses I've found are the common weak points - rear lower control arms, rear control arm mounts, front lca tabs get beat up on rocks.

Unpopular opinion - 5th Gen 4Runner is better than lc200 stock vs stock in technical terrain. Take both to the Rubicon - 4Runner is going to do better.

 

[yodaslim]

100's will become collectible. They are at the bottom end as far as pricing right now. Most vehicles are at the bottom end at the 15-20 year mark. At 25 years, they become "classics." 1st Gen 4runners, Samurais and LC80's were also cheap at that point in time. The 100 is one of my favorite LC's.... and I've owned 70/80/100/200 series... all fairly heavily modded.

Oh boy I got me a ways to go...

 

[Leelanau]

Not to get off track, but could you elaborate on this a bit? I tried a google search but didn't find relevant info.


A second question for the thread: Do we have undercarriage shots showing the location and support setup of the front differential?

From my experience, having owned and wheeled a 200 series, a GX470, and a 5G 4R, one big compromise on the 120/150 is the way the front diff is attached and exposed without a proper skid plate, subject to getting bent, cracked and even pushed into the oil pan from a front strike to the undercarriage that can disable the vehicle (ask me how I know). The 200 front diff mounting is much stronger and has a bash guard that can take a decent hit. I've seen this same scenario discussed among aid workers abroad who I understand sometimes shun the Prado for field work partially for this reason. I think the weaker front diff support/bracket setup was one element that made the 120/150 light duty designation important. I'm sure there are many other design elements (tie rods, etc.) that make the difference between the light duty and heavy duty wagons, but I think an improvement on the front diff support will go a long way for robustness IMHO.

I wished I could help you on either question, but I can’t.

I always thought you had a cool username. Now I know why!

 

[stonepa]

but can't imagine a 40 or 60 being much fun to drive outside of wheeling.

Depends what you like. I honestly prefer my 60 with the original 2F as the near perfect vehicle. Pretty much stock - ancient ARB front bumper, factory original front and rear lockers, old BFG ATs, a Nakamichi CD deck in the dash installed in the early 90s - I don’t need most of the features of a ‘modern’ car. I don’t really care about how fast it accelerates or handles. I don’t care to be coddled or entertained while I drive. Although my 100 and 200 are more comfortable for long high speed travel, especially when towing, over the last 37 years I have driven my 60 from Alaska to Central America a few times. Worked great and a lot of fun.

But I also know baselines shift and for many younger than me even a 100 seems old and out of date.

 

[Diff Kraken]

I'm not sure what you're meaning with the front diff. The 150 front diff is extremely strong. And it comes protected by a skid plate. It's also steel. Not aluminum. I think it's at least as strong as the rear axle housing. My memory is that it's stronger, but it's been a little while since I've built a 4Runner front diff. I beat the s*** out of mine. The Rubicon. Tons of Moab trails. There's no weakness I can find. I've never heard of anyone breaking one.

The only weaknesses I've found are the common weak points - rear lower control arms, rear control arm mounts, front lca tabs get beat up on rocks.

Unpopular opinion - 5th Gen 4Runner is better than lc200 stock vs stock in technical terrain. Take both to the Rubicon - 4Runner is going to do better.

I commend you on your many adventures, and experience with the platform. And I appreciate your thoughts and opinions backed up by that experience. That being said, I had an entirely different experience with a 5G 4R two years ago that led me to get a 200 series. I'm now back in a 5G 4R, but you may want to take a look at what happened. It certainly caught me off guard. An aftermarket, or at least a robust factory skid is key to avoid this type of failure. You would not have believed how easily it happened. A rare fluke I'm sure, but a possibility none the less to be completely stranded on an easy public trail.

Search for truth- Front Diff and Oil Pan Exposure Question

Hey folks- I recently had an unfortunate encounter with a rock that surprised me. In my brand spanking new 5th gen 4runner last month a rock about 3-4" tall, paired with a 5-7" dip in the trail, took my truck out of commission at about 8mph. I'm used to hitting skid plates every now and then...

forum.ih8mud.com

 

[Diff Kraken]

Furthermore, although satire, a nugget of wisdom here:

"The Toyota Land Cruiser… big and white and powerful. With everything you need to survive a marathon drive through the bush, this beast of a vehicle is more utilized by country directors and staff to plow through the streets of the capital city to get from meeting to workshop to off-site and then back to the office before heading home after a long day of capacity building.

Accessorized with everything from tow bars to winches, gas cans and spare tires on the top, the Toyota Land Cruiser is the dominate vehicle for aid workers. It builds credibility to show that they have the means to get to the people in remote parts of the country, even though in reality it will never go farther than 50 kilometers from the country office one or two times a year when people from home office are visiting or on a media trip to show the hard work of the aid agency.

The credibility factor is further enhanced by bright shiny stickers advertising the agency to which the vehicle belongs, acting as a totem to ward off corrupt cops and soldiers when the Ministry of Foreign Affairs won’t issue Diplomatic Plates for the aid agency vehicles. However, this has little effect when the bulk of law and order officials manning the check point are illiterate, leaving a flustered aid worker to instruct the driver to “tell them who we are and that we are here to help their country” in the local language.

The vehicle may leave a carbon footprint the size of France, but this is offset by the selfless mission it is being used for. As any experienced aid worker will tell you, going to the field in a Prius is not an opition because it could not handle the rugged terrain of the bush.

Something else – self important bitching when someone, usually in accounting at HQ, tries to pass off a Prado as equivalent to an actual Land Cruiser.

When the motor pool tries to give you the Prado, they will tell you – The Prado is fuel efficient! Compact! Easy to park! Good in traffic! …..And it will leave your ass stranded 1200k up country with a punctured oil pan.

Easy tip for the new field/technical side folks who can’t yet tell the difference from 100 yards: The LC has a horizontal grille configuration, the Prado vertical."

Credit to:

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