By Willy · Founder & Lead Diesel SpecialistWillys Workshop · Oxley & Warana · 20+ years hands-on diesel experience
Build a 79 Series in this order: suspension and load capacity, then exhaust, then clutch if you tow or carry weight, then tune. Do it the other way round, as plenty of people have, and you end up with a quicker ute that handles worse and goes through clutches.
The 79 is probably the easiest 4WD in the country to spend money on badly, precisely because everything fits it and everything is available for it. So this guide is about sequence rather than parts: what each stage actually changes, what it costs, and what is not worth doing at all.
At a glance
- Suspension first, always. It is the only stage that changes how the vehicle behaves loaded.
- The V8 makes 151kW and 430Nm from 1,200 to 3,200rpm. The 2.8 makes 150kW and 500Nm from 1,600 to 2,800rpm. The band matters more than the peak.
- A matched 2 inch lift kit for a 78 or 79 Series starts from $2,008.87 in our suspension range.
- V8 exhaust is a wide spread, not one number. A 3 inch DPF-back for a VDJ79 starts from $997.70. A 4 inch dual runs to $6,260.29.
- A GVM upgrade is engineered suspension plus certification by a licensed engineer. We supply the parts and we do the certification and mod plate. Kits for the 79 Series start from $3,591.00.
- Payload is 1,280kg to 1,395kg and braked towing is 3,500kg. Ball weight comes out of payload, so most builds hit the payload limit first.
Quick Links
- What you are working with
- Stage 1: suspension and load
- Stage 2: exhaust and breathing
- Stage 3: clutch
- Stage 4: tune
- What to skip
- What a full build costs
- Common questions
What you are working with
Two very different engines wear the same badge, and the build conversation changes depending on which one you have.
| Engine | Introduced | Power | Torque | Transmission |
|---|---|---|---|---|
| 1VD-FTV 4.5L V8, 79 Series single turbo | 2007 | 151kW at 3,400rpm | 430Nm at 1,200 to 3,200rpm | 5 speed manual |
| 1GD-FTV 2.8L turbo diesel | 2023 announcement, Australian deliveries from 2024 | 150kW at 3,400rpm | 500Nm at 1,600 to 2,800rpm | 6 speed automatic |
One point of confusion worth clearing up. The 1VD-FTV code is shared with the 200 Series LandCruiser, but the 200 Series runs a twin turbo version of the same engine at a much higher output. The 151kW and 430Nm above is the 79 Series single turbo. Do not cross-shop parts or figures between the two on engine code alone.
Ignore the peak numbers, they are close enough to identical that they tell you nothing. What separates these two engines with a load on is the shape of the torque curve.
The V8 holds 430Nm across 2,000rpm of usable band, and it starts at 1,200rpm. That is the whole reason a loaded 79 feels unbothered on a climb that has something with a higher peak figure working hard. The 2.8 hands you 70Nm more than that, but it hands it to you across 1,200rpm, in a band that is 800rpm narrower and starts 400rpm further up. More shove when you are in the window. More gear changes keeping it there.
That one difference shapes the entire build. With the V8 the job is protecting a wide flat band, so you steer away from anything that trades low-down response for top end you will never use. With the 2.8 the job is keeping a narrower window available under load, which moves the emphasis onto gearing, cooling and the transmission.
The other numbers worth knowing before you spend: payload runs 1,280kg to 1,395kg depending on model and tray configuration, braked towing is 3,500kg, and ground clearance is 235mm.
There is a trap in those two numbers that catches a lot of buyers. Ball weight, or tow ball mass if you are reading the compliance plate, is the vertical load the van puts down on your tow bar, and it comes off payload rather than off the tow rating. At the common rule of thumb of 10 percent, a 3,500kg van puts roughly 350kg onto the ball, and that comes straight out of your 1,280kg. Add a tray, a bar, a canopy, drawers, fuel, water and passengers and the payload is gone well before the tow rating is. That is exactly why stage 1 is stage 1.
Stage 1: suspension and load
Suspension goes first because it is the only stage that changes how the ute behaves with weight in it. Picture a 79 wearing a tray, a bull bar and a canopy with a loaded trailer behind it: that vehicle is working its springs and dampers a great deal harder than the factory calibration ever anticipated, and it can be doing so while sitting entirely inside its legal limits.
Lift kit sizing
Two inches is the sensible default for a working ute. It clears larger tyres, restores ride height under load, and stays inside what most engineers and insurers are comfortable with. Three inches and up starts to demand attention to driveline angles, brake line lengths and steering geometry, and that is a conversation to have before you buy rather than after.
Match the spring rate to the actual load
This is where most 79 builds go wrong. A spring rate chosen for an empty tray rides badly loaded, and a rate chosen for a fully loaded tourer rides worse empty. So weigh the vehicle as it will normally sit. That includes the things that live in it permanently, for example drawers, a fridge, recovery gear, water and long range fuel. Guessing costs you a second set of springs.
Leaf packs
The rear leaf pack is the load carrying part of a 79. Constant heavy loads flatten a factory pack over time, and once it has settled you run out of travel before the bump stops do their job. Replacement packs are cheaper than most owners expect, and parabolic options ride better unloaded than a stiff conventional pack.
GVM upgrades
A GVM upgrade is a legally engineered increase to the vehicle’s maximum permitted mass: matched suspension components plus certification and a new plate. The certification is the part that makes it legal, not the springs on their own, which is why an uncertified kit is just a suspension change with a heavier ride. We supply the suspension, carry out the certification and fit the plate, so it runs through one workshop.
The technical rules sit in the Australian Design Rules, published by the Department of Infrastructure as the national vehicle standards, with each state administering certification on top of them. Tell us where the vehicle is registered and we will sort the pathway with you.
The 79 Series kits we stock are listed under GVM upgrade kits, and they start at $3,591.00 for the West Coast Suspensions 4,200kg kit for 2022 on vehicles.
Have a look at the ranges from Tough Dog, West Coast Suspensions and EFS, or browse leaf springs directly.
Stage 2: exhaust and breathing
With the vehicle sitting and handling properly, exhaust is the next gain and the safest one.
A larger diameter, less restrictive exhaust lowers exhaust gas temperature. On a turbo diesel that matters more than the power figure suggests, because heat is what kills turbos, manifolds and head gaskets on a hard working truck. If you tow, this is the single most useful thing you can do for engine longevity.
A DPF-back system replaces the exhaust from the diesel particulate filter rearward and leaves the filter in place. A turbo-back system replaces everything from the turbo outlet back, including the section that carries the filter and converter housing, so it is the option that changes the most and costs the most. If you are weighing the two, we have a fuller comparison in our Manta exhaust buyer’s guide.
The 79 Series is not one price point. A 3 inch DPF-back for a VDJ79 V8 ute starts under a thousand dollars. A 4 inch dual turbo-back for the same vehicle is six times that. The reason is the front sections and the second run, not the tailpipe. So decide which system you actually want before you budget, and price it for your exact cab and model year. The full exhaust range is sorted by vehicle.
Breathing is the other half of this stage and it costs a fraction of the exhaust. Both the V8 and the 2.8 run exhaust gas recirculation, so oil mist coming off the crankcase breather meets soot in the intake and builds a paste that closes the inlet ports up over years. A catch can fitted in the breather line stops that at the cheapest possible point. Our catch can buyer’s guide covers which type suits an EGR diesel and what the kits cost.
Stage 3: clutch
This stage applies to the manual V8 only. The 2.8 is a six speed automatic, so there is no clutch to upgrade and you can move straight to stage 4.
For the manual V8: skip this stage if the ute is empty most of the time. Do not skip it if you tow, run a heavy tray, or have added torque with a tune.
The factory clutch was specified for the factory vehicle. Hang a caravan off the back, add a full canopy and a tune, and you are asking it to do a job nobody sized it for. What happens next is entirely predictable: it holds perfectly well in normal driving, then lets go under load partway up a hill, and by the time you can smell it the friction material is already finished.
A heavy duty clutch, or a full clutch and flywheel package, is the fix, and it is a great deal cheaper to plan than to do on the side of the Warrego.
Match the capacity to what you will genuinely ask of it, though. Going much heavier than you need buys you a pedal that is miserable in traffic and no useful gain anywhere else, which is the most common regret we hear about on a daily driven ute.
Our clutch and flywheel kits cover the common 79 Series applications, and there are more options again that we do not list online, so ring us with what the ute actually does rather than ordering off a category page. One note before you order the full package either way: the heavy duty 1600 clutch and flywheel package needs the VDJ starter motor, and that starter is not in the kit.
Stage 4: tune
Tune last, always.
On healthy hardware a tune does two things worth paying for: it sharpens throttle response, which you notice on every single drive, and it holds torque more usefully once the engine is loaded, which is the bit that matters with a van on.
On tired hardware it does one thing. It hides the problem for a while and then finds it for you, usually at the least convenient moment available.
With the V8, a tune is mostly about drivability and towing manners rather than chasing a peak number, and the aim is to leave that wide flat band exactly where it is. With the 2.8 there is a genuine conversation to be had about how hard to lean on a narrow torque band with weight behind you, because holding a small capacity engine inside a tight window under load asks more of the whole driveline. Think of a long climb with a van on, transmission hunting between gears, and you have the picture.
What to skip
- Big tyres before suspension. You get rubbing, poor geometry and a vehicle that stops worse than it did.
- A tune before the clutch. On the manual V8 the factory clutch is sized for factory torque. Add torque first and the clutch is the thing that finds out, usually with a load on and a hill in front of you.
- A larger turbo on an otherwise standard vehicle. Almost never the restriction on a 79.
- Buying a lift kit on height alone. Spring rate matters more than the number of inches, and the number of inches is what everybody shops on.
- Cheap shocks. They fade when hot, which is precisely when you need them working.
What a full build costs
Prices are from our own catalogue on 25 July 2026, each the lowest in its group. Fitting, wheel alignment and certification are on top.
Stage 1: suspension and load
| Part | From |
|---|---|
| West Coast Suspensions 0 to 2 inch shock absorber, 76/78/79 Series, single | $156.75 |
| West Coast Suspensions 2 inch leaf spring, 78 Series pickup / 79 Series cab chassis (2007 on), 200kg rear | $427.50 |
| West Coast Suspensions 2 inch parabolic leaf spring, 78/79 cab chassis (2007 on), 400kg rear | $519.65 |
| West Coast Suspensions 2 inch lift kit, HZJ78/VZJ78/HZJ79/VDJ79 | $2,008.87 |
| EFS 2 inch lift kit, HZJ78/VZJ78/HZJ79/VDJ79 | $2,098.17 |
| West Coast Suspensions 2 inch monotube lift kit, HZJ78/VZJ78/HZJ79/VDJ79 | $2,370.82 |
| Tough Dog 50mm lift kit, 78/79 Series dual cab (2012 on) | $2,432.95 |
| West Coast Suspensions 2 inch remote reservoir lift kit, HZJ78/VZJ78/HZJ79/VDJ79 | $3,369.27 |
| West Coast Suspensions GVM upgrade lift kit, 79 Series (2022 on), rated to 4,200kg | $3,591.00 |
The GVM figure is the rating of the suspension kit, not a certification. The plate is a separate step, and it is one we do.
Stage 2: exhaust
| Part | From |
|---|---|
| VDJ79 V8 ute, 3 inch DPF-back | $997.70 |
| VDJ79 V8 dual cab (2016 to 2025), 4 inch DPF-back, single side exit, without muffler | $1,072.72 |
| GDJ79 2.8L ute (2023 on), 3 inch DPF-back, without muffler | $1,556.50 |
| GDJ79 2.8L ute (2023 on), 3 inch turbo-back with cat, without muffler | $2,691.43 |
| VDJ79 V8 DPF ute (2016 on), 4 inch single turbo-back with cat and muffler | $4,200.80 |
| GDJ79 2.8L ute (2023 on), 3 inch dual turbo-back with cat, without muffler | $4,306.06 |
| VDJ79 V8 ute (2016 on), 4 inch dual DPF-back, without muffler | $4,653.72 |
| VDJ79 V8 DPF ute (2016 on), 4 inch dual turbo-back with cat, without muffler | $6,260.29 |
Two notes on that table. First, the $997.70 DPF-back is the version cut to clear the LRA 90L auxiliary long range tank. The standard ute version is $1,004.92. That is a rare case of the more specialised part being the cheaper one.
Second, does a bigger diameter automatically cost more? No. The 2.8’s 3 inch dual turbo-back at $4,306.06 costs more than the V8’s 4 inch single turbo-back at $4,200.80, and about a third less than the V8’s 4 inch dual at $6,260.29. So diameter is not what sets the price. What sets it is how many separate runs the system has, how much of the front end it replaces, and how many of that platform get built.
Stage 3: clutch, manual V8 only
| Part | From |
|---|---|
| NVP heavy duty clutch kit, 1VD-FTV | $931.19 |
| Super heavy duty organic 1600 clutch and flywheel package (requires VDJ starter, not included) | $2,470.00 |
Those two are the ones we list online. There are other clutch options for this platform, including heavier organic and ceramic setups, so tell us what the ute does and what you tow and we will price the right one.
EGR and no-cat hardware, both engines
| Part | From |
|---|---|
| VDJ76/78/79 and 200 Series V8 EGR blanking plate | $17.33 |
| OTC EGR delete kit, 1VD-FTV 4.5 V8, 76/78/79 Series | $220.00 |
| VDJ76/VDJ79 V8 4.5L, 4 inch engine pipe without cat | $547.55 |
| VDJ79/VDJ76/VDJ78 V8 4.5L, 3 inch DPF replacement without cat (factory DPF-back position) | $954.68 |
| GDJ79/GDJ251R 2.8L, 3 inch dump pipe without cat, with sensor ports | $969.64 |
| VDJ79 V8 single cab ute, 3 inch without cat, side exit | $979.76 |
| VDJ79 V8 dual cab (2012 to 2016), 4 inch single side exit turbo-back, no cat, no muffler | $2,023.58 |
| GDJ79 2.8L ute (2023 on), 3 inch turbo-back without cat, without muffler | $2,395.73 |
This group is supplied for off-road and competition use.
The order of the tables is deliberate. Each stage is useful on its own, and each one makes the next stage work better. A build that runs top to bottom never wastes money undoing an earlier decision.
Common questions
What is the best lift for a 79 Series?
Two inches suits most working utes. It clears larger tyres and restores ride height under load without dragging you into driveline angle and geometry corrections. Go higher only with a clear reason and a plan for the flow-on work. Matched 2 inch kits for the 78 and 79 start from $2,008.87.
Do I need a GVM upgrade for a 79 Series?
If your loaded weight is at or over the factory GVM, yes. It is a legal limit, not a guideline, and being over it affects insurance. Payload is 1,280kg to 1,395kg depending on model and tray, and a tray, bar, canopy, drawers, water and fuel consume that quickly. A GVM upgrade is engineered suspension plus certification and plating by a licensed engineer, and the suspension side starts from $3,591.00.
Is the 2.8 in the newer 70 Series worse than the V8?
Different, not worse. The 2.8 makes 500Nm against the V8’s 430Nm, but across a band 800rpm narrower. The V8’s 1,200 to 3,200rpm spread is easier to live with under load. The 2.8 rewards keeping it in its window, which means more attention to gearing and cooling on a touring build.
How much does a 79 Series exhaust cost?
It depends entirely on which system you pick. A 3 inch DPF-back for a VDJ79 V8 ute starts from $997.70. A 3 inch DPF-back for the GDJ79 2.8 starts from $1,556.50. A 4 inch dual for the V8 tops out at $6,260.29. Fitting is quoted on top.
Will an exhaust upgrade void my warranty?
A replacement system that keeps the factory emissions equipment in place does not automatically void a warranty in Australia. Warranty is assessed against the component that failed and whether the modification caused it, so keep your invoices and fitting records.
When should I upgrade the clutch?
Before it slips, if you tow or carry weight, and always at the same time as a tune that adds torque. Heavy duty kits for the 1VD-FTV start from $931.19. Waiting until it slips means doing the same job under worse conditions for the same money.
How much can a 79 Series tow and carry?
Braked towing is 3,500kg and payload runs 1,280kg to 1,395kg depending on model and tray configuration. Most builds hit the payload limit well before the tow limit, which is why weighing the vehicle as it actually sits is the first step in any build.
Start with the stage that carries the load
We stock suspension, exhaust and driveline parts for the 78 and 79 Series across Tough Dog, West Coast Suspensions and EFS, all linked in the stages above.
Spring rate depends on how the vehicle is actually loaded, so this is a conversation rather than a guess. Tell us your tray, bar and canopy setup through our contact page and we will match the kit to the weight rather than selling you a height.
Buying used rather than building? Check the VIN through the PPSR, which is a $2 search that shows money owing, and stolen or written-off status. Then check the model against the recall register at Product Safety Australia first.
Willys Workshop has been working on diesel 4WDs for more than 20 years across our Brisbane and Sunshine Coast workshops. You can read more about us and how we work.
Last updated: July 2026. Every price here was checked against the live Willys Workshop catalogue on 25 July 2026 and reviewed by Willy before publication.
