Toyota has killed off one of the best V8 engines it has ever produced. Though it was never officially available in the USA, the 1VD-FTV turbocharged V8 diesel is right up there with the 2UR-GSE 5.0-liter V8, even though the two have wildly different applications. To be fair, the writing was already on the wall. The 1VD-FTV was designed specifically for the 70-Series Land Cruiser, also not available in the USA. It was built to endure extreme conditions in countries like Australia, New Zealand, Pakistan, South Africa, India, and Central and South America. Oddly, it wasn’t emissions that killed it, but rather an even more hardcore turbocharged four-cylinder diesel.
If you’ve been fortunate to travel the world, you must have come across one of these things. I’ve driven several 70s equipped with both the single and twin-turbocharged setup, but it’s the former that had the most character. The latter was also used in the fancier Land Cruiser 200 for a while, but it was so well-insulated that you couldn’t even hear the thing. But in the boxy Land Cruiser, you could hear it sing that V8 song quite loudly. It also helped that 99% of customers made two modifications as soon as this iconic off-roader left the dealer floor. The first was upgraded brakes, because the standard Cruiser’s brakes are appalling. The second was a fruitier exhaust, because this might well be the best-sounding V8 diesel of all time. Watch the video below and tell me I’m wrong.
What Makes The 1VD-FTV So Good?
Reliable, With Low-End Torque
This 4.5-liter turbocharged V8 and all the components attached to it are completely over-engineered. It has a graphite iron engine block, forged cranks, steel conrods, and more cooling than it could ever possibly need. It was also built for low-end torque, with no need for high revolutions. The engine’s ECU included a rev-limiter, but some owners used a piggyback device so they could pull off the antics seen in the video above. In essence, the engine’s tolerance levels were too high for the average person to ever get close to the limit, which made it bulletproof. Three versions were available. Two for the 70, and one smoother, more powerful unit for the Land Cruiser 200.
|
Engine Code |
1VD-FTV |
||
|---|---|---|---|
|
Engine Setup |
Single turbo, non-intercooled |
Single turbo with an intercooler |
Twin-turbocharged and intercooled |
|
Horsepower |
182 hp |
201 hp |
282 hp |
|
Torque |
317 lb-ft |
317 lb-ft |
479 lb-ft |
|
Used In |
70 Series |
70 Series |
70 Series |
If you look at the horsepower figures above, they’re really not that impressive. 182 horses hardly feels adequate for such a sizable pickup truck, but it’s the torque that matters most. All versions of these engines deliver maximum torque at 1,600 rpm, which makes off-roading in a 70 a breeze. You simply point it at an obstacle, keep the revs at 2,000, and let the mechanical bits do the job.
Why would Toyota kill it, then?
The 1VD-FTV Has Two Successors
One For Hard Work, One For Luxury
The 1VD-FTV had to die for the same reasons Toyota’s 4.0-liter V6 and 5.7-liter V8 had to be culled, too. These old-school engines are simply no longer welcome in the turbocharged hybrid era. The V6 was replaced with a 2.4-liter turbocharged four-pot, while the 5.7-liter was replaced with a 3.4-liter twin-turbocharged V6. Both engines are available with or without hybridization.
Toyota knew it first had to prove the successor to the 1VD-FTV was worthy. Enter the GD engine family in 2015, which was immediately transplanted into the current Toyota Hilux and Fortuner. The 2.8-liter turbocharged diesel engine also produces 201 hp, but the smaller engine ups the torque to 367 lb-ft, still available at just 1,600 rpm. Naturally, the loyalists groaned for a bit, but they were extremely happy when they found out the updated 70 wagon and pickup could, finally, be ordered with a six-speed automatic.
On the luxury side, the Land Cruiser 300 received a brand-new 3.5-liter twin-turbocharged V6 diesel, which produces 304 hp and 516 lb-ft. This engine is so smooth, it also powers the Lexus LX 500d, which is, unfortunately, not available in the USA. Interestingly, this also happens to be the first V6 diesel engine Toyota has ever produced.
The 3.5 V6 unit has only been around since 2021, but the GD is now 10 years old and as reliable as anything Toyota has made before. Even before Toyota decided to officially use it to power the 70 Series, owners started doing engine swaps because it’s more powerful and efficient than the 1VD-FTV V8. The latter consumes roughly 13 MPG on a gravel road at 70 MPH, while the GD 2.8 only consumes 23 MPG doing the exact same task. That 10 MPG difference matters when gas stations are few and far between.
Should We Be Sad?
It’s More Than Just An Engine
I’m not going to lie. I’m not a fan of the 70 Series in any other setting than rough off-road conditions. Just like the Jeep Wrangler Rubicon, it’s simply too compromised to use as a daily driver. But in the right setting, there’s nothing quite like it. A turbocharged V8 diesel mated to a terrible five-speed manual with a first and second gear on different continents, and a recirculating ball steering system makes for a wild ride on the crest of a dune. It’s sort of like tickling a lion’s tail while he’s sleeping.
So, yes, I’ll miss it, but for all the wrong reasons.
Sources: Toyota.
