79 Series Land Crusier Horse Power (HP) Guide...
Power and torque figures on the 79 Series LandCruiser are one of the most-misquoted specs in the Australian 4WD market. The V8 era (2007 to late 2024) and the new 2.8L four-cylinder era (late 2024 onward) have substantively different engine characteristics, and the way Toyota quotes the figures invites direct comparison even when the underlying delivery is very different. This guide covers the actual numbers, what they mean in the real world, and how aftermarket modifications change the picture.
All figures below are from Toyota's official Australian-delivered specifications. Some markets (notably South Africa and certain export destinations) have variants with different power outputs due to local emissions standards. Australian-spec vehicles are the focus here.
1. V8 1VD-FTV 4.5L Turbo-Diesel (2007 to Late 2024)
The 1VD-FTV is a 4.5-litre 32-valve DOHC V8 turbo-diesel with single variable-geometry turbo. Australian-delivered figures across the entire V8 production run were 151 kW at 3,400 rpm and 430 Nm of torque produced from 1,200 rpm all the way to 3,200 rpm. That wide torque plateau is what gave the V8 its signature easy-pull character at low revs.
The V8 figures did not materially change across the production run. Pre-2016 vehicles had no Diesel Particulate Filter, which delivered marginally cleaner exhaust gas flow but no measurable power difference. Post-September 2016 DPF-equipped V8s carry the same 151 kW and 430 Nm specification. Aftermarket exhaust and ECU tuning could lift the V8 to around 175 to 195 kW and 580 to 650 Nm depending on the package, but factory output stayed constant.
2. 2.8L 1GD-FTV Four-Cylinder Turbo-Diesel (Late 2024 Onward)
The 1GD-FTV is Toyota's current-generation 2.8-litre four-cylinder DOHC turbo-diesel, the same engine family used in the Hilux and Prado. In Australian-delivered 79 Series specification it produces 150 kW at 3,400 rpm and 500 Nm of torque from 1,600 rpm to 2,800 rpm. Peak power is within 1 kW of the V8 figure. Peak torque is 70 Nm higher than the V8 but produced across a narrower 1,600 to 2,800 rpm window.
The narrower torque band changes the driving character significantly. The V8 lugged from low rpm without complaint and pulled hard from idle. The 2.8L needs revs to make boost and reach its torque plateau, which means it works in a different way: harder when loaded at low rpm, but with stronger peak torque once on boost. Combined with the new six-speed automatic (or six-speed manual), the 2.8L is more efficient in real-world fuel consumption but feels less effortless than the V8 it replaced.
3. Older Diesel Engines (Pre-V8 Era)
Before the V8 introduction in 2007, the 79 Series used the 4.2-litre 1HZ six-cylinder naturally-aspirated diesel. The HZJ79 made approximately 96 kW at 3,800 rpm and 285 Nm at 2,200 rpm - significantly less than the V8 that replaced it. Some markets also received the 1HD-FTE turbocharged 4.2L which made around 150 kW and 410 Nm, but Australian deliveries were generally the 1HZ. Used 1HZ-powered 75 and 79 Series command interest from owners who prize the engine's mechanical simplicity over outright performance.
Earlier still, the 75 Series ran the 3B and later 1PZ five-cylinder engines, with similarly modest power outputs. These engines are completely different beasts to the modern V8 and 2.8L turbo-diesels and oil, fluid and service spec is correspondingly different.
4. V8 vs 2.8L Real-World Comparison
On paper, the V8 and 2.8L produce nearly identical peak power (151 kW vs 150 kW). The 2.8L has 16 per cent more peak torque (500 Nm vs 430 Nm). In stop-start and low-load driving, the V8 feels stronger because its torque plateau starts from 1,200 rpm where the 2.8L is still building boost. In sustained towing or loaded hill climbs, the 2.8L can pull harder once it is in its torque sweet spot.
Fuel consumption favours the 2.8L by 1.5 to 3 L/100 km in highway and unladen driving, less in heavy towing and off-road work where the four-cylinder works harder. The transmission pairing matters: the V8's older five-speed manual or six-speed auto was less responsive than the 2.8L's six-speed auto in stop-start traffic. For most use cases the 2.8L is a competent replacement, but owners who specifically wanted the V8's low-rpm delivery prefer the older vehicles - which is why pre-late-2024 V8 examples now command premium used prices.
5. Aftermarket Power Upgrades
The V8 1VD-FTV responds well to aftermarket modifications. A quality 3-inch stainless exhaust system (Manta, Redback, Outback, GSL) liberates 5 to 15 kW depending on configuration. A custom ECU tune from suppliers like Berrima Diesel, Roo Systems, Steinbauer or Provent typically lifts the V8 to 175 to 195 kW and 580 to 650 Nm in trip-tested form. Going further (intake, intercooler, turbo upgrade) can push the V8 to 220 kW or higher but requires meaningful drivetrain reinforcement.
The 2.8L 1GD-FTV also responds to tuning, with ECU remaps typically lifting peak figures to around 175 to 190 kW and 570 to 620 Nm. The 2.8L's narrower factory torque band benefits less from peripheral mods (exhaust alone gives smaller gains than on the V8) but tuning gains are real. Both engines should be tuned by reputable shops with dyno verification - generic eBay tuning modules typically degrade reliability without delivering verified gains.
6. Output Behaviour Under Load
Sustained towing at GCM behaves differently between the engines. The V8 holds gears better on hills because its wide torque plateau means transmission downshifts are less frequent. The 2.8L's narrower band means more downshifts to hold revs in the torque sweet spot, which keeps the engine working harder for longer. Engine bay temperatures climb faster on the 2.8L during sustained heavy work, which is why some heavy-towing owners fit auxiliary transmission and engine oil coolers to the new model.
Exhaust gas temperatures on the V8 in heavy work sit around 600 to 720 degrees C in the turbo manifold. On the 2.8L they typically run 650 to 780 degrees C under equivalent load because the smaller engine works harder. An EGT gauge is sensible if you tow at the limit on either engine, but particularly worthwhile on the 2.8L.
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Frequently Asked Questions
How much horsepower does a 79 Series LandCruiser have?
The V8 1VD-FTV 4.5L turbo-diesel (sold 2007 to late 2024) produces 151 kW at 3,400 rpm and 430 Nm of torque. The new 2.8L 1GD-FTV four-cylinder turbo-diesel (late 2024 onward) produces 150 kW at 3,400 rpm and 500 Nm. In horsepower terms, both engines produce approximately 202 to 203 hp.
Does the 2.8L make more torque than the V8?
Yes, on peak figures. The 2.8L produces 500 Nm peak versus the V8's 430 Nm. However, the V8's torque is produced across a wider band (1,200 to 3,200 rpm) compared to the 2.8L's narrower 1,600 to 2,800 rpm window. The V8 feels stronger at low revs; the 2.8L pulls harder once on boost.
What horsepower does a tuned V8 79 Series make?
A V8 1VD-FTV with a quality 3-inch exhaust and a reputable ECU tune typically produces 175 to 195 kW (235 to 261 hp) and 580 to 650 Nm at the engine. Further upgrades (intake, intercooler, turbo) can push the figures to 220 kW or higher with drivetrain reinforcement.
Which 79 Series engine is more reliable?
Both engines have strong reliability records. The 1VD-FTV V8 has 17 years of production history and a well-understood failure profile. The 1GD-FTV 2.8L is newer in the 79 but proven in the Hilux and Prado since 2015. The V8 is more forgiving of deferred maintenance; the 2.8L is more sensitive to oil quality and DPF management but more efficient overall.
Did older 79 Series have less power?
Yes. Pre-2007 79 Series used the 4.2L 1HZ six-cylinder naturally-aspirated diesel, producing approximately 96 kW and 285 Nm - much less than either modern engine. The 1HZ-powered HZJ79s are mechanically simpler and lighter but materially slower than V8 and 2.8L vehicles.
