Bone Tactical Land Cruiser Expedition Vehicle
Mission: Building the Ultimate Overland Expedition Truck
As our faithful followers and readers already know, we don’t do anything small here at Bone Tactical. In fact, we strive to be the best at everything we do. Security, edged weapons, strength and conditioning, we simply see no competition. Should this not extend to Overland Expedition? Of course it should, and it does. That was our humble mission, to build what we think is the best Overland Expedition light truck the world has ever seen.
A great expedition vehicle build always represents a balance, like anything in life, of what you want versus what you need. In the case of building a truck for overland travel it’s essential to be patient and plan out every aspect of the build even before purchasing anything. Then, be ready to change your plans as you go. Know that by the time you’re reading this article I’ve already spent years planning, designing, and overseeing this build. A truck like this doesn’t just come to existence overnight. If I can impart one piece of advice to you for building or designing your own vehicle, have patience. Spend plenty of time deciding what you need, then on figuring out how to make it fit your budget, before you actually do anything.
Some things to consider: Off road capability vs. economy, reliability, durability, and drive ability. Big tires are great. Big mud tires are even better, but the bigger and more aggressive you go the more likely you are to break parts, your fuel mileage will decrease, you’ll need to change tires more often, you’ll have difficulty mounting spares, you'll need to re-gear, you may need more HP, and your on-road performance will suffer. If you get too far into modifying suspension and drive-line components you’ll end up with a truck you have to trailer to the mud hole every weekend, drive it till it breaks, then trailer it home and fix it. That just defeats the purpose of an expedition vehicle, so start with a vehicle that comes as close to meeting your needs as possible, then modify from there.
Some other considerations when balancing vehicle characteristics for a build are as follows: Vehicle size and wheelbase vs. trail size and turning radius. Sleep/storage systems vs. empty work-space and available storage areas. Electronics and luxury items vs. durability and reliability. Top speed vs. low end torque. Horsepower vs. fuel economy. Impact protection, armor, extra fuel, and gear vs. vehicle load capability and drive-ability. Lift vs. stability. Load capability vs. passenger carrying capability.
Platform: Toyota Land Cruiser Pickup
The Toyota Land Cruiser Pickup, a rare find for American enthusiasts, embodies rugged reliability and unmatched off-road capability. Due to U.S. emissions regulations, this model is unavailable stateside, but its proven track record in demanding environments made it the ultimate choice for our expedition build.
After extensive research, I sourced a 2017 Toyota Land Cruiser 79 Series in Guatemala. Meeting the legal and logistical challenges of this acquisition required resourcefulness, including establishing a branch of Bone Tactical and gaining Guatemalan residency.
Why the Toyota Land Cruiser Pickup?
Modern diesel pickups in the U.S. are increasingly plagued by emissions standards and unnecessary luxury features that take away from reliability and durability. In contrast, the Land Cruiser Pickup remains a true workhorse, built for functionality over frills.
- Simplicity and Longevity: This vehicle lacks sensitive modern electronics like computers and sensors that other vehicles can't function without, relying on a straightforward design that prioritizes durability. Its straight-six diesel engine is tuned for economy and longevity, commonly exceeding 300,000 miles of heavy use with proper care.
- Off-Road Supremacy: With heavy straight axles, factory front/rear lockers, heavy chassis, and a robust suspension, this truck dominates in harsh terrains. Its low-end torque and high payload capacity greatly surpass those of American trucks and Jeeps.
- No-Nonsense Features: Cloth seats, rubber floors, and a minimal factory audio system reflect its utilitarian nature. Luxury is sacrificed for reliability and functionality.
While its top speed maxes out at around 85 mph, it is engineered for trails and conditions where speed is irrelevant. It embodies the rugged essence of a true expedition vehicle, designed to last for decades in the harshest conditions.
This Toyota Land Cruiser Pickup, the crowned king of expedition platforms, is the foundation for our ultimate expedition adventure truck build. Read on as we delve into the customizations that make this vehicle truly one-of-a-kind.
Powertrain & Drivetrain
The engine in this truck has been in production for over 25 years and is nothing less than a legend. Quite possibly the most reliable engine ever placed in a pickup truck, the straight six, 12 valve, 4.2-liter indirect injection diesel, Toyota 1HZ: Approximately 129 HP at 3800 RPM’s, and 210 foot pounds of torque at @2200 RPM’s. This may sound a little underpowered, but a well-designed engine that’s built to perform below its potential is the best way to ensure long-term reliability. The low range gearing and off-road “crawling” capabilities of this truck also provide a nice offset for the relatively low amount of horsepower. It’s also the only new truck still produced without a computer that I know of. Meaning that I bought this truck with approximately 200 km on an engine that should last at least 600,000 km and has no overly-complicated, sensitive, computerized parts that I have to worry about failing me in the meantime.
You simply cannot claim to have a great dedicated Overland Expedition Vehicle without strong axle's and locking differentials. That's the starting point for legendary off-road builds, and from there it's the bigger the better.
The axle's on this Toyota Land Cruiser 79 series are about the American equivalent of a Ford 9". However, in my opinion, they are much stronger than a Ford nine inch. I'd put them somewhere between the said Ford axles and a Dana 60 as far as strength and reliability goes. They are more than strong enough to push the huge beefy 35 inch tires through tough off-road terrain (which is a lot to be said for a set of factory axles). If I wanted to convert the truck into a a dedicated offroad vehicle at some point I would upgrade to chrome-moly shafts with stronger Birfield joints. At this time it's neither necessary or desired. The only other axle worth mentioning is the GM Corporate or Chevy 14 bolt, and it's probably the strongest axle any company ever put under a stock pickup, but they haven't been produced in the form I'm talking about for years... We waterproofed our axle's and other oil containing components by using ARB extended diff breathers.
Lockers, or locking differentials, are the secret weapon of off-road vehicles. If a 4x4 truck is twice as good off-road as a two wheel drive vehicle, then lockers double the off-road performance of that truck yet again. There are many types of locking differentials that all work in slightly different ways, but whats important is the ability to lock in traction on both axles. This truck comes with that ability from factory, it works exceedingly well, and is easy to use. I've posted a video at the bottom of this page highlighting the use of this vehicle's lockers.
Defensive Capabilities & Armor
We perfected our exoskeleton and roof rack roll cage design years ago with our first Overland Expedition Vehicle build, the 2006 Nissan Titan. The design was so effective that we decided to retain the same basic layout for this truck. It consists of custom fabbed roof rack, bed cage, fenders, side rails, bumpers, and rock sliders—all tied into the frame via an exoskeleton made from DOM chromoly tubing and schedule 80 seamless mild steel pipe. This setup proved its durability on the Titan, surviving rollovers, collisions, guard shack impacts, running through trees, and breaching steel doors with only minor damage.
For this build, I lightened and strengthened the design of both the front and rear bumpers and the undercarriage armor. The bumpers are now custom winch bumpers, designed primarily with round tubing and minimal plate steel to reduce weight while maximizing strength. They are bolted directly to the plate-reinforced box frame and equipped with shackles for towing and vehicle recovery. They also have tow hitch receivers (front and back) to allow for side quests like pulling a trailer or even hauling a front mounted dirt bike. All driving lights are recessed into the bumpers to keep them protected. Hi-lift jack points are integrated into the bumpers and rock sliders for emergency recovery. These updates provide 360-degree impact protection for any collision.
Suspension
On track with the Bone Tactical ideals of
inventing and producing a product that’s completely new and superior to what’s
available on the market, we decided to tackle the often seemingly
unsurmountable task of designing and fabricating our own vehicle-specific
suspension system. We knew we wanted to keep all the factory angles of
drive-line, brake cables, axles, leaf-springs, shocks, etc. because if you make
too many changes to the factory workings and dynamics of the vehicle you risk
sacrificing reliability for capability. This is obviously not an option for an
overland expedition vehicle that will be traveling the world through many areas
where self-reliance is a must.
The reason you lift a vehicle is to allow the fitment of
bigger tires. The reason you fit bigger tires to a vehicle is to allow for more
ground clearance. Ground clearance gives a vehicle better off-road performance.
The negatives here are center of gravity, less stability, decreased handling,
and possibly reliability issues. The higher you lift a vehicle, the more likely
you are to experience these problems, and the more work you’ll have to do to
counter-balance the negative effects of a tall truck. Larger tires create more
stress on every moving part of the vehicle, as the truck must work harder to
move them.
We started with a 40mm body lift. A body lift isn’t always
the best option, especially on most newer vehicles with lots of moving parts
and complicated systems. Luckily with such a small body lift on such a rugged
truck the only modification that needed to be done was some slight notching of
the shifter housing that allowed for smooth shifting after the cab was raised
another 40mm higher than the transmission. Following the body lift with 40mm
extended ARB Old Man Emu coils allowed us to use almost all stock steering
components on the front end while fitting 35” tires and maintaining proper
factory angles. As you’ll read in the next section 35-inch tires were the
perfect size for our intended purpose. The only other modification to the front
end that we felt was necessary was an Old Man Emu steering stabilizer. This
gave us the peace of mind that our front end wouldn’t have any problem
controlling our new monster wheels and tires.
The rear suspension of the truck is where we really created
something new and incredible by managing to drastically increase ground
clearance and flex as well as load capability while only leveling the truck and
again keeping all proper factory angles. We did this by designing and
fabricating our own U-bolt flip kit with integral free-floating air ride
suspension that’s at least twice as strong as the factory components.
Flipping the U-bolts and raising the shock mounts even with
the leaf springs gave us 3+ inches extra ground clearance (the equivilant to
running 37-40” tires). Of course, we used much heavier duty U-bolts and much
heavier duty components as a whole in the fabrication process because as we
say, there’s no such thing as overkill. The bottom plate below the leaf springs
is now a smooth 1” solid steel plate that instead of getting caught on things
like it does on stock land cruisers, acts as armor. The extra flex comes from
2” extended, heavier, anti-inversion, greaseable shackles.
We added new extra heavy duty leaf spring packs from Old Man
Emu properly tuned for all the extra weight of the exoskeleton and the gear we
carry. Atop the leaf springs we added two Firestone air-bags so we can adjust
ride height and the handling characteristics to fit the load being carried at
the time. The amount of air in the air-bags is easily controlled by the onboard
ViAir compressor. The air-bags are fully free-floated and drop down out of the
Daystar air bag cradles, when necessary, to allow for full flex of the
suspension system. The air bag cradles are bolted to the chassis in our custom
mounts and take the place of the factory bump stops.
Wheels & Tires
I initially wanted to build everything myself on this truck, but when it came to wheels and tires, it wasn't feasible, so I accepted some sponsorships in exchange for professional feedback and social media exposure. Tires are a crucial upgrade for an expedition vehicle, and I made a mistake with my first set.
For serious off-road adventures, M/T (mud terrain) tires are essential. While tire choice is a balance between performance and durability, anything less than M/T tires can be a liability. Modern M/T tires offer excellent on-road handling, long tread life, and solid off-road performance. Extreme off-road tires like the Super Swamper Bogger are outdated and unnecessary.
I made the mistake of partnering with Interco Tires, hoping their Radial TSL would be a great option. Unfortunately, it was a failure. Despite promises of a harder rubber compound for on- and off-road use, the tires still had sidewall issues, struggled with heavy loads, and had a short lifespan. Unlike other brands innovating in tire technology, Interco has stagnated, and we decided to drop them as a sponsor.
I replaced the TSL tires with Yokohama Geolandar M/T G003 35x12.50r17 tires, which I find ideal for many overland trucks. Smaller trucks like the Hilux can run 33” tires, while larger trucks like the F-250 may need 37” or bigger for optimal performance. A full-size spare is a must, securely mounted for proper weight distribution. Running a smaller spare can cause drivetrain damage in the event of a blowout.
With the Interco tires, I went through 8 tires in 18,000 miles due to poor quality. The only reason the vehicle stayed operational was having two full-size spares to rotate in, as the Interco sidewalls continued to fail.
Beadlock Wheels: A Key Upgrade
When upgrading wheels for off-road use, true beadlocks are essential. While simulated beadlocks are common in the overland community, they don't offer the same performance. Beadlocks allow you to air down your tires to extremely low pressures, improving traction, stability, and shock absorption. This transformation is huge for off-roading, whether you're navigating rocks, mud, sand, or dirt.
For this build, I chose the MR101 beadlock wheels from Method Race Wheels. These wheels are used by top desert racing teams and were originally designed for military Land Cruiser pickups in Dubai. The 9” wide wheels with -12mm offset and 12.5” wide tires enhance stability and handling, especially on a top-heavy vehicle like the Land Cruiser. These beadlocks allow me to air down to pressures as low as 7psi, giving the truck unmatched off-road capability.
Beadlocks, combined with M/T tires, ground clearance, locking differentials, and heavy solid axles, are the key features for an off-road capable vehicle.
Storage
I started by removing the bed and bumpers of the truck to build permanent storage for mission-critical gear needed for solo expeditions in remote and dangerous areas. The storage is integrated into the vehicle’s design, acting as a roll cage, roof rack, and protective exoskeleton, while allowing space for quick load-out changes. The open bed and roof rack keep the vehicle adaptable—coolers and Pelican boxes can be loaded into the bed, while the roof rack remains clear for a tent, keeping us away from predators and the elements.
The custom bed is built around two 4'x6' aluminum locking storage boxes, concealed beneath a plate steel platform that pulls out from behind the fabricated tailgate. We’ve posted a video detailing the contents of these boxes, which you can view below. The roof rack is fully functional and tied into the bumpers, rock sliders, and chassis via the headache rack behind the cab. This setup proved its reliability on a tough overland track in eastern Honduras during the rainy season, carrying over 3,000lbs of gold, guns, and gear.
Inside, we designed a custom center console for quickly accessible items. The front bumper houses our Hi-Lift jack, and the bedsides and roof rack system are equipped with "Jerry Can" holders (2 for fuel, 2 for water) and full-size spare tire mounts. The 35" spare tires are mounted above the rear axle for optimal weight distribution, ensuring good off-road handling. The Bone Tactical Overland Land Cruiser balances essential gear storage and prime off-road performance.
Self-Sustainability for Overland Expeditions
The goal of an overland expedition vehicle is to create self-sustainability, allowing access to areas other vehicles can't reach. This requires provisions—food, water, and fuel. We carry two 20-liter NATO fuel cans and two 20-liter NATO water jugs, stored in custom lockable holders. With the OEM fuel tank, we have a range of about 800 miles and ample fresh water storage.
Most of our food is in the form of dehydrated meals, which are lighter and last longer than MREs or other camp food. The main downside is the preparation time, as water must be boiled and added to the meals. Our Optimus multi-fuel stove makes this easy, with meals ready in about 15 minutes. For quick meals, we also carry MREs or protein bars, and dehydrated fruits that require no prep. Alpine Aire is our preferred brand for dehydrated meals, and we store them in a Cordura fabric duffel bag in one of the drawers, providing several months' supply. We also keep a fully stocked “Ultimate Survival Bugout Bag” on board.
Medical Gear and Preparedness
Medical gear is crucial for any preparedness scenario, and training is just as important. In addition to the First Aid Kit in our Bugout Bag, we carry several custom kits for emergency situations. The master medical bag includes bulk items such as painkillers, antiseptics, gauze, tape, and more advanced tools like a field suture kit. Each Greyman Operations Pack in the truck contains a med kit, and medical equipment is included on every battle belt or plate carrier. For quick access to essential gear like tourniquets, there is a customized IFAK med kit on the back of the passenger seat.
Recovery Tools
Despite being one of the hardest vehicles to get stuck, we’ve equipped our truck with dual winches—one front and one rear. Both are Warn winches, with the front being a Toyota 12,000lb OEM model and the rear an 8,000lb Warn VR series. A rear winch is often more useful, as it's easier to pull a vehicle from the rear. Both winches can be operated from the driver’s seat, allowing for solo recovery, although they are typically used for assisting less capable vehicles on our journeys. We carry snatch blocks to double the winch’s strength if needed. Despite the truck’s 8,000lb weight, these winches are more than sufficient.
We also keep a variety of nylon tow straps and "tree savers" for winching, always using straps in conjunction with the winch. When possible, we place something under the stuck tires before winching, such as our Smittybilt sand tracks. Although the tracks broke on the first use, we continue using what remains. If sand tracks aren't available, sticks and rocks work as alternatives.
Hi-Lift Jack Setup
A Hi-Lift jack is mounted to the front bumper, a trusted tool in the off-road community. It can act as a winch in emergencies and is essential for lifting heavy off-road vehicles manually. We’ve added High-Lift Jack Points to all bumpers and rock sliders, allowing secure and versatile jacking from any side. These points also ensure the vehicle won’t fall off the jack, preventing damage and injury.
In soft or wet ground, a Hi-Lift jack plate is vital to prevent the jack from sinking. We carry a plastic Hi-Lift jack plate, along with a Hi-Lift recovery tool kit (shovel, sledgehammer, ax, halligan tool). These are stored in one of our aluminum drawers, alongside an extra poncho, road flares, gloves, jumper cables, and tire plugs. If you don’t want to buy a jack plate, you can easily make one from aluminum, polymer, or high-density plastic.
Additional Recovery Gear
For additional recovery, we’ve wrapped the front bumper with a US Military nylon helicopter tow strap. The strap replaces a chain, as it’s lighter, won’t damage metal parts, and can serve as a snatch cable.
We also have a ViAir compressor for onboard air, allowing us to inflate tires, run air tools, and power the train horn. The ViAir compressor, which easily fills up to 37" tires, has outperformed the Smittybilt model it replaced.
Other recovery tools include attachment points and D-ring shackles on all sides of the vehicle, as well as a selection of wrenches, socket sets, spare parts, and hand tools, all stored in our aluminum drawers.
Batteries, Electronics, & Off-Road Lighting
To maintain the classic Land Cruiser theme of this build—unchanged since the 1980s—we opted for heavy-duty, reliable electronics. Avoiding gimmicky, excessive, or unreliable tech, we enhanced functionality without compromising the truck’s simplicity. The cabin, originally equipped with only two dash speakers and a Pioneer head unit, is a testament to minimalism: steel, vinyl, and manual controls.
While we appreciate the simplicity, the sound quality was average, so we built a custom center console from marine-grade plywood, adding a sealed down-firing 10” subwoofer hidden underneath, two 6.5” speakers front and back, with a 6-switch rocker panel to control lights and accessories.
We added a second AGM battery under the hood with an isolator wired to the ignition switch. This setup ensures the main battery stays at full power ready to crank the engine while the auxiliary battery powers lights and accessories when the truck is not running. If the auxiliary battery is drained, the alternator will recharge it when we're back on the road.
For added security, we installed a Viper 5305v alarm. My favorite features of this alarm are the remote control with pressure sensors and the hood sensor. This feature is especially useful when leaving the truck in unfamiliar places, as it alerts me if the vehicle is tampered with.
Most of the trucks sensitive electronics are neatly tucked behind the rear seat onto a custom weatherproof panel: Bluetooth control for the RGB rock lights, marine grade fuse box, handgun safe with fingerprint access, DC/AC pure sine wave power inverter for high-power items like laptops, gauges and valves for the onboard air system, power distribution blocks, amplifiers for the audio sytem, etc...
The vehicle features an advanced lighting system for both safety and style. Six mini-LED light pods tucked under the roof rack with the wiring hidden inside the tubing provide front, left, and right auxiliary lighting. The bed cage is equipped with rear firing red LED strips for cargo and work area lighting. Two additional halogen driving lights are housed in the front bumper and wired into the stock fog light harness, while two LED cubes are mounted in the rear bumper as extra reverse lights. Whalen emergency vehicle lighting tail lamps serve as rear flashers, brake, and running lights. Whalen makes very high quality lighting solutions and we recommend them for any custom builds. RGB rock lights in all four wheel wells can be controlled via smartphone and add a stylish touch with a small level of practicality.
