If you want a vehicle that’ll stand the test of time, you won’t go far wrong if there’s a Toyota badge on the tailgate.

Team this with the words Land and Cruiser, and there’s a fair chance the mechanicals will still be going strong when Ben Nevis has weathered to a hillock.

See also: On test: Ineos Automotive’s debut 247hp Quartermaster pickup

Engines in some of these trucks have been known to clock more than a million miles, drivetrains are as dependable as the Japanese rail service, and the electrics just keep working. Granite wears out faster.

A few years ago, we ran a series highlighting the mammoth mileages some owners were managing to eke out of their off-road vehicles.

Our inbox was laden, but because they were all Land Cruisers, we decided to call it quits in the interests of variety.

In short, the new version has got some mighty big boots to fill.

Not the only Land Cruiser

Though badged simply as a Land Cruiser in the UK, the newcomer is one of a handful of trucks bearing the same name.

It just so happens that none of its namesakes are on sale here (not through official channels anyway), so no other monikers are required.

Elsewhere, it wears Land Cruiser 250 or Prado branding which, despite its hulking proportions, means it’s the junior member of the team.

Venture to the Middle East, Australia or Africa and an even bulkier 300 model is in the offing – ancestors of which were once available here as the 80 series, Amazon and, latterly, the V8.

Then there’s the true workhorse – the 70 series – still proudly sporting the angular 1980s bodywork it inherited at birth and doing much of the heavy lifting behind the brand’s reputation.

© James Andrews

Still a proper off-roader

Like its predecessor, our latest UK Land Cruiser has stuck to Toyota’s mantra of blending proper off-road ability with living room levels of comfort.

There’s still a steel girder chassis rather than a lightweight monocoque, wheel-arch clearance is abundant, and there isn’t a ridiculous low-profile tyre in sight.

So, unlike the Land Rover Defender or Mercedes G-Wagon, it won’t be that appealing to city dwellers with no intention of turning a wheel off tarmac.

All this is backed by a permanent four-wheel drive system with high and low ranges, centre and rear-axle diff-locks, as well as a clever system for disconnecting the front stabiliser arms.

The latter permits greater axle articulation, meaning there’s more chance of wheels staying in contact with terra firma while bumping over rough terrain – handy for off-piste excursions in the wilds of Khazakstan, but less necessary for traversing the headlands of a Lincolnshire arable field.

Add in a raft of electronic traction control aids, a rock crawl mode, hill descent function, and a 3.5t towing capacity and it’s got most of the bases covered.

Looks are on point too, with a funky retro vibe that harks back to its roots, rather than the gawky panels of its predecessor.

The Delhi-belly-beige livery of our test example won’t be to everyone’s taste, but a raft of more conventional tones is available.

Four-cylinder engine

Less exciting is the engine, which is the same 2.8-litre four-cylinder used in the Hilux.

Punchy as it is in the pickup, it’s a rather miserly offering in the 2.3t Cruiser; particularly considering its, ahem, £77,845 starting price and the fact the Ineos Grenadier and Land Rover Defender, both key rivals, pack two extra cylinders.

Power output is a whisker over 200hp, backed by 500Nm of torque, which it delivers in a gruff grumble – more Lemmy from Motorhead than Michael Buble.

Some may say tractor-like but, in truth, there’s probably more engine noise in the Cruiser’s cabin than there is in a New Holland T7.

For most excursions, performance is adequate and fuel consumption is within the realms of the reasonable, returning about 30mpg on a long, steady run. But an effortless surge of acceleration there is not.

Eight automatic gears help it seamlessly gather what speed it does have, with the box only occasionally getting wrong-footed by sharp inclines or sudden dabs of the throttle.

Larger engines won’t be coming to the UK anytime soon, but a mild hybrid is on the cards.

This will feature the same 2.8-litre block, with the addition of some electric assistance to improve performance and fuel economy, particularly during stop-start driving.

Smart interior

Inside is a world far removed from the rough and tumble of off-road driving.

The leather-clad seats of the front and second rows are both heated and cooled, with even the temporary third row getting electronic reclining and a micro-USB for passengers to charge their phone.

For seamless switching between passenger and cargo carrying, these can be raised and lowered electronically using buttons in the boot or, if that’s too inconvenient, by using another set inside the rear doors.

Drivers get a clear touchscreen display with all the features expected these days, plus a bank of fat-finger-friendly buttons that make it easy to adjust the climate control and driving modes.

The EU-legislated safety gismos are less enjoyable, particularly the officious speed limit warning that issues a barrage of bings and bongs for slipping just 1mph over the speed limit.

Though tolerable when correct, it’s far less so when insisting you travel at 30mph in a national speed limit.

Most of these things can be sedated by delving into the correct menu, but they have a habit of springing back into action as soon as the engine is restarted. Brush this aside and it’s a pleasant place to sit.

In true Toyota fashion, build quality and finishing is top notch, giving it a far higher-end feel than its predecessor.

If anything, it’s perhaps too fancy relative to the rest of the vehicle. In part, this is because our test car was a fully-loaded First Edition – identified by its round rather than square headlights, but all current models are pretty plush.

Hopefully some more workaday options will come later.

© James Andrews

Keeping it simple

In the interests of longevity, Toyota has kept the running gear simple and opted for dependable coil springs rather than leak-prone airbags.

Though a sensible move, it results in a disappointingly wooden ride. So much so that it’s comparable with some pickups, and they run on cart springs.

Past coil-sprung Cruisers have seemed smoother than this, so hopefully some tweaking can be performed to add a little suppleness, even if it results in a little more body roll in the corners.

Farmers Weekly Verdict

The new Land Cruiser looks great, is built like a tank and has all the credentials for tackling tough off-road terrain in comfort.

It’s not perfect – the engine is a little meek and the ride could be smoother, particularly considering the lofty price tag.

But that reputation for reliability looms large. If this one can hold out like some of its forebears, buyers who are able to keep the tinworm at bay won’t need to go car shopping for a very long time.

And for any that do want to move it on, stonking second hand-values will help take the sting out of the initial outlay.

In the past, Toyota has offered the passenger-carrying Land Cruiser in lower-spec levels and as a stripped-out commercial model, with front seats and a rear load area.  

If either of these come on the scene, a raft of extra buyers will no doubt take note, particularly with the changes to the way double-cab pickups are taxed.