The instrument panel on the 70-series had a thick resinous crash pad to help protect passengers in the event of a collision. The design had very little in common with the predecessor 40-series, but it did retain the heavy-duty image using lots of straight lines. The floor tunnel was large, as before.
The suspension on the 70-series was based on the rigid leaf springs of the 40-series. While the leaf width and thickness was virtually unchanged, the interval between the right and left leaves was widened (+14mm in the front, +30mm in the rear), and an anti-roll stabilizer was added.
From the beginning the 70-series carried the 3B-type engine, which in 1985 was replaced by the high-powered spec direct-injection turbo diesel 13B-T-type engine. This engine was added to the upper grades of the series, doubling the 70 lineup from 2 variations to 4.
In 1990 the 70-series underwent a significant minor change, with a brand new engine lineup. The 6-cylinder 4.2-liter 1HZ-type engine was replaced with a naturally aspirated 13B-T-type diesel engine, which with its fuller torque made offroad driving more fun.
The 1PZ-type engine was developed at the same time as the 1HZ-type engine, and as a 5-cylinder 3.4-liter engine it was basically the same structure as the 1HZ. Because the gear ratio in the M/T set for high-speed driving prevented the engine from delivering adequate torque in the low rpm range, and because of gas emissions regulations as well it was phased out.
The 70-series underwent a minor change in the suspension in 1999, when the front springs were changed from leaf to coils. The 4-door semi-long model was developed at the same time as the 70-series Prado 4-door, but was only sold in Japan.