Arctic Trucks Has Worked Off-Road Magic on the Toyota Land Cruiser
Good news, folks: the off-road-minded customizers at Arctic Trucks have just dropped an extra-badass version of the latest Toyota Land Cruiser the company calls the 'AT37.' Even better news: it's going to be available for purchase here in the U.S.
For this particular build, the Icelandic shop took a regular J250-generation Land Cruiser and went to town on key areas, which should improve performance off the pavement. The name itself comes from the BFGoodrich 37-inch tires that come standard; you can opt for either all-terrain or mud-terrain versions. Those tires wrap around bespoke forged alloy wheels, and it all rides on a new two-way adjustable suspension system developed in partnership with R53: the new monotube dampers are designed to maximize off-road performance with increased travel, and ride height is increased 1.6 inches above stock. Arctic Trucks says it even made changes to the drivetrain to ensure a factory-like experience with the new suspension and tires.
Fitting all these new parts necessitated body changes to accommodate the wider track, leading Arctic Trucks to design some very cool-looking widebody fender flares. (Also cool: the flares include a recessed tire pressure guide for optimum PSI both with and without a heavy load.) Unique aluminum side steps with rubberized inserts have been fitted, and mud guards are designed to integrate with the new fenders.
Of course, 'Arctic Trucks' logos can be found sprinkled around the SUV. The interior even features a special gear selector and dash trim materials along with sills and mats designed by Arctic Trucks.
When it comes to actually purchasing one of these rigs, Arctic Trucks says it's partnering with Toyota dealers here in the United States, meaning you should be able to take delivery of the Land Cruiser AT37 straight off the dealer lot. Road & Track has reached out to Arctic Trucks about pricing and delivery info, and we'll update this post should more details become available.
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Edmunds
3 days ago
- Edmunds
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Motor 1
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Car and Driver
23-05-2025
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Off-Road Rivalry: 2025 Toyota Land Cruiser vs. 2025 Toyota 4Runner
Looking at the opening salvo of Hell's Revenge you'll likely exclaim, "Are you insane?" You're required to negotiate a narrow fin of sandstone barely wider than the vehicle itself, with sheer drops to either side. After that spicy introduction, it settles into something more traditional as you descend into an area called Lake Michigan, which is neither a lake nor something that bears a passing resemblance to the body of water that meets the western side of the Mitten State. You wobble over the rocks of the "lake bed," then there's a steep ledge to negotiate, and so it goes. It's the perfect trail to compare the off-road chops of the Toyota Land Cruiser and 4Runner. Much is the same between these two machines, but there's also a lot that differs. They are both powered by a turbocharged 2.4-liter four-cylinder engine that puts out 278 horsepower and 378 pound-feet, but that's bulked up by a hybrid system that boosts overall power and torque to 326 horses and 465 pound-feet. This so-called iForce Max powertrain is standard on the Land Cruiser but is optional on the 4Runner trim we focused on, the TRD Off-Road. You can also get the TRD Off-Road without the hybrid, making the base horsepower and torque above. Toyota Both share the same wheelbase of 112.2 inches, and the frames of both are of the TNGA variety. They have the same track width at the hubs but differ fractionally at the tire contact patches due to the various offsets of the wheels they can be fitted with. The suspension is therefore identical in terms of the hard points that all the bits bolt onto, and those bits are the same, as both have control arms up front and a live axle in back located by five links and coil springs. The Land Cruiser has a bit less ground clearance (8.7 inches versus 9.1), and this explains why it has less breakover angle (23 versus 24 degrees). It has a 33-degree approach angle, which compares to a 19-degree angle on the TRD Off-Road courtesy of its air dam. 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Electric motors make peak torque at zero revs, so they come out of the hole a little too hot if the throttle response isn't tuned just so. Braking was similar, in that the nonhybrid 4Runner again ran rings around the other two. The brake pedal was easy to modulate at low speed, and the passenger was hardly aware you were dragging the brakes at all. In the Land Cruiser, by contrast, it was harder to be smooth, and the brake dabs were easier for the passenger to pick out. The 4Runner hybrid was similar, but not quite as obvious. Perhaps the difference comes down to the regenerative braking on the hybrids and requires a special booster, but is absent on the normal 4Runner. Toyota 2025 Toyota Land Cruiser. The weight of the driveline has some effect, but we could not quite parse it out. The Land Cruiser's full-time four-wheel-drive system has a lockable center differential, while the 4Runner has a part-time four-wheel-drive system that doesn't need a center diff lock mechanism because it doesn't have a center differential at all. This makes the Land Cruiser's system a bit heavier, which may explain why it was fractionally more sensitive than the hybrid 4Runner. On the trail, there was always a bit of head toss, but it was much more noticeable in the Land Cruiser. You sit up taller, so it may be the physics of the cabin. But the dampers on the TRD Off-Road 4Runner are 46-mm Bilsteins, which makes them monotubes. The Land Cruiser has unbranded black units, with necked down portions near the ends that give them away as twin tubes. Physics or no, this is a clear advantage for the TRD Off-Road. And who knows? This may be why the Cruiser seemed a bit touchier, too. Toyota 2025 Toyota 4Runner. There's no question about the looks of these rigs. 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The rear window is a big one. The Land Cruiser has a flip-up panel, but the 4Runner has its signature roll-down window that you can easily keep down on the trail. The 4Runner has a bigger optional screen at 14.0 inches, while the Land Cruiser's biggest offering is 12.3 inches. Now, we think this 12.3-inch screen is actually better integrated into the dash than the 14.0-incher, which seems unceremoniously plopped atop it, but that's a matter of personal taste. The TRD Off-Road nonhybrid has a lower load floor because it doesn't need to make accommodation for the hybrid battery underneath. It has 90 cubic feet of cargo space behind the first row and 48 behind the second, which compares to 82/46 cubic feet for the Cruiser and 83/43 for the 4Runner hybrid. 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Prepare to fork over $68,350 for a 4Runner with the works, which nets a trick suspension (Fox or Old Man Emu) with SDM. When the Land Cruiser came out, none of these comparisons were possible. We thought the world of it, and we still do. But this back-to-back-to-back driving was not possible 12 months ago. Now that it is, we're torn. We can make a more compelling case for the 4Runner TRD Off-Road, which is a slightly better driver now that we've taken it to Hell and back. If only it came with the SDM, it'd be perfect. Except for that matter of bonking our head. That still hurts. Dan Edmunds | Car and Driver Dan Edmunds Technical Editor Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by (no relation) to build a testing department.
