Toyota Land Cruiser 40 Series, Frequently Asked Questions

Overview

The Land Cruiser 40 Series spans a 24-year production run (1960-1984) across dozens of variants, engine options, and body styles. That breadth creates a lot of questions, particularly for buyers entering the market for the first time. This FAQ covers the questions most commonly asked in Australian 40 Series ownership circles.

Should I buy petrol or diesel?

This depends entirely on how you intend to use the vehicle.

Petrol (F or 2F engine) is the better choice if you want a weekend vehicle for short trips, car shows, and light recreational use. The petrol engines are smoother, quieter, and more responsive than the diesels. They also sound better. The F and 2F engines are simpler to work on and parts are widely available. The trade-off is fuel consumption: 18-25 L/100 km is typical for the 2F. If you’re doing a 3,000 km outback trip, that’s 600-750 litres of unleaded.

Diesel (B, 3B, H, or 2H engine) is the practical choice for touring, towing, and regular use. Fuel consumption of 12-18 L/100 km gives meaningfully better range from the same tank. Diesel is also more widely available in remote Australia. The 2H six-cylinder diesel is the best compromise of torque, economy, and reliability. The four-cylinder B and 3B are frugal but slow, particularly when loaded.

For most Australian buyers who want to actually use their 40 Series, diesel wins. For collectors and weekend enthusiasts, petrol is fine and arguably more enjoyable.

What’s the difference between an FJ40 and a BJ40?

The letters before the number indicate the engine family. The number indicates the chassis/body style. So an FJ40 and a BJ40 share the same short-wheelbase body, but the FJ40 has the F-series petrol engine and the BJ40 has the B-series diesel.

The common codes:

• F = F-series petrol (3.9L six-cylinder)
• 2F = 2F petrol (4.2L six-cylinder, from 1975)
• B = B-series diesel (3.0L four-cylinder)
• 3B = 3B diesel (3.4L four-cylinder, from 1980)
• H = H-series diesel (3.6L six-cylinder)
• 2H = 2H diesel (4.0L six-cylinder, from 1980)

The body number indicates the wheelbase and style:

• 40 = Short wheelbase (SWB), two-door
• 43 = Medium wheelbase (MWB), soft-top
• 45 = Long wheelbase (LWB), ute or troopcarrier

So an HJ47 is an H-series engine family (specifically the 2H, in a 47-series long-wheelbase troopcarrier body). An FJ45 is an F-series petrol in a long-wheelbase ute or troopcarrier.

Is the FJ40 or the BJ42 more valuable?

In Australia in 2026, the FJ40 commands the highest prices overall, particularly in original or correctly restored condition. The FJ40 is the icon, the one that appears in films, advertisements, and on bedroom walls. Clean FJ40s in restored condition are trading at $80,000-150,000 depending on specification and quality.

The BJ42 (the 3B diesel SWB) is the more practical vehicle and the smarter buy for someone who wants to drive rather than display. BJ42 values are strong but typically 20-30% below equivalent FJ40s. A well-sorted BJ42 is $45,000-70,000 in good driver condition.

For a vehicle you intend to use on outback trips and touring, the BJ42’s diesel economy and torque make it the better choice regardless of relative values.

What about the HJ45 troopcarrier?

The HJ45 (H diesel) and HJ47 (2H diesel) troopcarriers are the workhorses of the 40 Series family. The long wheelbase carries more gear, the troopcarrier body provides weather protection for camping equipment, and the diesel engines give touring range. They’re larger and less agile off-road than the SWB models, and they’re not as visually dramatic as the stubby FJ40. But for long-distance outback touring, the troopie is the vehicle that makes the most sense.

HJ47 troopcarriers in good condition are trading at $50,000-80,000 in 2026. They’re appreciating rapidly as the overlanding and touring community recognises their capability.

Can I register a 40 Series in Australia?

Yes, but the pathway depends on the vehicle’s history and your state.

Australian-delivered vehicles with original compliance plates can be registered in any state, subject to passing a roadworthy inspection (or equivalent, the name varies by state: RWC in Victoria and Queensland, blue slip in NSW, vehicle inspection in WA and SA). The vehicle must meet the Australian Design Rules (ADRs) applicable at the date of original manufacture.

Imported vehicles must have been properly complied through an approved workshop and carry a compliance plate issued by that workshop. Without a valid compliance plate, an imported 40 Series cannot be registered for road use.

Club registration (conditional registration) is available in all states and territories for vehicles over 30 years old. This provides cheaper registration in exchange for restrictions on use, typically limited to club events, maintenance runs, and a specified number of recreational days per year. The exact rules vary by state. Club registration through a Land Cruiser club or general 4WD club is the most affordable way to keep a 40 Series on the road.

Full registration is available in all states but costs significantly more than club registration and requires the vehicle to pass the relevant inspection standard. Some states have engineering requirements for modifications such as lift kits, engine swaps, or non-standard tyres.

Are parts still available?

Yes, and the parts situation for the 40 Series is better than for most classics of similar age. This is because Toyota built millions of Land Cruisers across the J40 family, the platform was used worldwide, and the enthusiast community is enormous.

Mechanical parts (engine gaskets, bearings, seals, filters, brake components, steering parts, suspension bushings, clutch kits) are widely available from Australian suppliers including Marks 4WD Adapters, Cruiser Bros, Land Cruiser Club parts departments, and general 4WD parts suppliers like ARB and Terrain Tamer.

Body panels are harder to source. Reproduction floor pans, guard sections, and rust repair panels are available from overseas manufacturers (SOR, Cruiser Corps in the US, and Japanese suppliers). Prices are significant and shipping from overseas adds cost and time. Original NOS body panels are essentially extinct.

Trim and rubber (door seals, windscreen seals, weather strips, interior trim) are available as reproductions from Japanese and American suppliers. Quality varies. The Land Cruiser Club and online forums maintain lists of recommended suppliers.

Electrical components (alternators, starters, switches, wiring harnesses) are available as reproduction or pattern parts. Complete reproduction wiring harnesses are available for the most common variants.

How much does a restoration cost?

A full ground-up restoration of a 40 Series in Australia, starting from a rusty but complete project vehicle, typically costs $40,000-80,000 in professional labour and parts. This includes full body strip and repair, engine rebuild, drivetrain rebuild, new wiring, new brakes, new suspension, paint, and interior. A concours-quality restoration with NOS parts and factory-correct finishes can exceed $100,000.

The biggest variable is the body. A vehicle with a solid body that needs only minor rust repair will cost dramatically less to restore than one with perforated floors, rotten sills, and a crumbling firewall. Always assess the body before committing to a restoration.

DIY restorations can be done for significantly less, $15,000-30,000 in parts if you do all the labour yourself. But be realistic about your skills, tools, and time commitment. A full restoration takes 1,000-2,000 hours of work.

Should I do a diesel conversion?

Diesel conversions are one of the most popular modifications to petrol 40 Series vehicles in Australia, and for good reason. Diesel fuel economy, torque, and range are all superior for outback touring. The most common conversions are:

• 2H (4.0L, naturally aspirated): The simplest swap. Bolts to the standard gearbox with adapter plates. Adequate power for a stock-weight vehicle.
• 12HT (4.0L, turbo diesel): The turbocharged version of the 2H, from the HJ61 60 Series. More power and torque than the 2H. Requires a radiator upgrade and matching exhaust.
• 1HZ (4.2L, naturally aspirated): From the 75/80 Series. A more modern engine with better refinement. Requires more fabrication for engine mounts.
• 1HD-T / 1HD-FTE (4.2L, turbo diesel): From the 80 Series and 100 Series. Significantly more powerful but also more complex, with electronic fuel injection on the 1HD-FTE. A quality 1HD-FTE conversion transforms the 40 Series into a genuinely capable touring vehicle.

A well-executed diesel conversion costs $8,000-20,000 depending on the engine choice and the quality of the work. The key word is “well-executed.” A cheap conversion will create problems that cost more to fix than doing it properly in the first place.

If you’re considering a diesel conversion, buy a vehicle that’s already been converted by a reputable workshop, or budget for a professional installation. DIY diesel conversions are feasible for experienced mechanics but require fabrication skills, electrical knowledge, and access to a well-equipped workshop.

What tyres should I run?

The 40 Series was originally fitted with 7.00-15 or 7.50-16 cross-ply tyres on split-rim steel wheels. These are still available but are increasingly uncommon. Most owners convert to modern rims and tyres.

Common tyre sizes for a standard-height 40 Series:

• 235/85R16 (31.7 inches): A good all-round size that fits without modification. Available in all-terrain and mud-terrain patterns.
• 7.50R16 (31.6 inches): The metric equivalent of the original size, available in light truck patterns.

For lifted vehicles (50-75 mm suspension lift):

• 255/85R16 (33.1 inches): Requires a suspension lift and potentially minor guard trimming.
• 265/75R16 (31.6 inches): A wider option that fits most lifted 40 Series without issues.

Run quality all-terrain tyres for mixed use (BF Goodrich KO2, Cooper AT3, Toyo Open Country AT3). Mud-terrain tyres are only necessary if you regularly drive in serious mud, they’re noisy on bitumen and wear faster.

Are 40 Series values still going up?

Yes. The 40 Series has been on a sustained upward trajectory since approximately 2018, with values accelerating sharply from 2020 onwards. Several factors drive this:

• Finite supply: No more 40 Series vehicles are being made. Every year, rust, accidents, and neglect remove vehicles from the surviving population.
• Global demand: The FJ40 is one of the most recognised and desired classic 4WDs worldwide. American, European, and Middle Eastern buyers compete with Australian buyers for clean examples.
• Export pressure: Containers of restored 40 Series vehicles leave Australia regularly for the US market, where FJ40 values are even higher than here. This drains supply from the domestic market.
• Cultural significance: The 40 Series is embedded in the Australian identity, outback exploration, farming, mining, and adventure. It’s not just a vehicle, it’s a symbol.

Expect values to continue rising, particularly for clean, original, or correctly restored examples. The most affordable entry point is currently the LWB ute variants, which offer genuine 40 Series ownership at lower prices than the SWB models.

What oil should I use?

F and 2F petrol engines: 15W-40 or 20W-50 mineral oil. These engines have generous clearances and were designed for conventional mineral oils. Penrite HPR 15, Castrol GTX 15W-40, or Valvoline Super Diesel 15W-40 are all suitable. Oil capacity is approximately 7 litres with filter for the 2F.

B and 3B diesel engines: 15W-40 diesel-rated mineral oil meeting CF-4 specification or better. Oil capacity is approximately 6.5 litres with filter for the 3B.

H and 2H diesel engines: 15W-40 diesel-rated mineral oil meeting CF-4 or better. The 2H takes approximately 8.5 litres with filter. Use a quality filter (genuine Toyota or Ryco equivalent) and change at 5,000 km intervals for best engine longevity.

Do not use modern thin synthetic oils in these engines. The clearances are too large for 0W-20 or 5W-30 oils, which will not maintain adequate oil film at operating temperature.

What clubs should I join?

The Land Cruiser Club of Australia has chapters in most states (LCCV in Victoria, LCCSNSW in NSW, LCCQ in Queensland, etc.) and is the primary marque-specific club. Membership provides access to club registration, technical expertise, parts trading, and organised trips.

State-based 4WD clubs affiliated with the state 4WD association are also valuable, particularly for access to 4WD tracks, training courses, and trip convoys.

Online communities including the IH8MUD forums, Expedition Portal, and various Facebook groups provide an enormous knowledge base. IH8MUD in particular has decades of 40 Series technical information that is invaluable for maintenance and modification questions.

Can I daily-drive a 40 Series?

You can, but you need to accept what you’re getting into. The 40 Series has no power steering (unless fitted aftermarket), no air conditioning (unless fitted aftermarket), minimal sound insulation, and brakes that require planning. The SWB models are short enough for urban driving and parking, but the ride is harsh, the noise level is high, and the lack of modern conveniences becomes wearing in commuter traffic.

That said, plenty of Australians use their 40 Series as a second vehicle for daily duties. A BJ42 with power steering, a 5-speed gearbox conversion, and an electric fan for the radiator is a usable urban vehicle if your commute is short and you don’t mind arriving slightly rattled.

For long-distance commuting or primary transport, a 40 Series is not realistic. Use it as a weekend vehicle and touring platform, and drive something modern during the week.