I'll save you the time, every Australian review will practically read the same with the same from the few mainstream car reviewers writing the reviews for most of the interlinked publications. LC79 is either well liked or hated by both the media and the public, there does not seem to be any middle ground for the vehicle. Look up FB for "No Need For a 79" group or the multitude of memes about the 70 series in Australia.
This will be likely the summary of any Ineos and LC79 comparison. Both dual cabs because of the rigid front axles will have a slow indirect feel to the steering with very similar large turning circles that can be a pain for a daily in the city, parking or at the shops but come into their own offroad. The 8HP ZF auto in the Quartermaster is well matched and nicer to drive with better acceleration and gear spread from a more sophisticated engine and power train combination. QM has a modern inviting interior, more comfortable seats, better tech and has full coil suspension that is more comfortable and works off road unladen. LC79 is rough with rear leaf suspension that is about as flexible as skateboard and can be a bit skittish empty but works reasonably well loaded. The seemingly underpowered standard V8 has a 5-speed manual transmission that is slow and heavy to use much like a truck with no permanent 4wd with centre diff lock the same gear driven transfer case with near 2.5:1 low is used for both manual and auto versions and only is available with selectable 2x4, 4x4 high, low and neutral by a lever and only the GXL having standard front and rear diff locks. The Toyota's cab is uninsulated and noisy with a sound system from 1984. The LC70 specific 1GD-FTV 2.8l 4 cylinder auto with the modified 6 speed auto transmission that is used in every rear wheel drive or 4wd Toyota commercial vehicle outperforms the 4.5l V8 for daily use but for how long in continuous heavy commercial work no one knows. The 2.8l auto LC79 does not have low enough low range gearing making the manual better for some heavy off-road towing situations. The V8 has excellent low rpm torque delivery making it easy to manoeuvre and good offroad. The narrower rear axle is still the standard complaint from everyone and can make the car a little squirmy on some surfaces. The QM is more modern and complex and as a whole will outperform LC79 pretty much in every driving aspect with its only real weaknesses being its slightly lower standard carrying and fuel capacity, the currently limited dealer and independent repair support and the relatively unknown price for parts and repairs outside of warranty.
I can see "4x4 Australia" magazine doing the first Quartermaster vs LC79 head-to-head article in the mainstream Australian press with the likes of DMW and Norweld doing the influencer videos on their YT channels.
The LC79 price is high and has high profit margins for what you get compared to the Quartermaster. Toyota knows this, banking on the vehicle's reputation, reliability, relative repair simplicity and that there are still plenty of private buyers in the world that will pay for it. The 70 series is still using old factory assembly techniques with high amounts of labour compared to Ineos' more modern assembly lines but there is one major positive for the 70 series, it is an extremely adaptable platform with massive support for both civilian and government customers worldwide.
