Built From Good Materials, Production Period was from 1951-1955
The chassis of the Toyota Jeep BJ was based on the SB-type 1-ton truck (with an S-type 995cc engine) that was originally released in 1947. For that reason, at 2,400mm the wheelbase about 200mm longer than that of the Jeep, and the body was also a size larger.The SB-type compact truck was commonly known as the Pony Toyota (and later the Toyopet Truck), and because it was designed as a small transport vehicle that could also double as a passenger car, its suspension settings were likewise soft. These characteristics were carried over into the Toyota BJ-type, so it gave a surprisingly comfortable ride.The engine was a 3,386cc water-cooled in-line 6-cylinder B-type gasoline engine. Jeeps being built at that time had a side valve construction, but the B-type engine was an OHV type. The engine was originally designed in 1937, with the first prototype completed the next year in 1938, after which it was installed in the GB-type truck, the KB-type truck, and the BM-type truck, being primarily an engine for 4-ton class trucks.
The Toyota Jeep BJ was completed in 1951, and first unveiled that same year at a public showing of Toyota vehicles. There were 26 Toyota vehicles displayed at this event, and during the 3-day period the attendance amounted to some 200,000 people. Moreover, the design of the Crown was begun in 1952, with the first Crown model built in 1955. At the time it was considered unusual to say the least to match a 4-ton truck engine with a compact truck chassis, but in reality these were the only materials that Toyota had to work with. It turned out to be a successful combination. An ample sized body useful for transporting materials driven by an engine with power to spare, this model met multiple needs in the market for a compact 4x4 vehicle at a high level.
Production Period was from 1955-1960
Since just right after Japan's recovery from the war and its aftermath, Toyota already had future visions to export its domestic vehicles overseas. These forward-thinking Toyota employees knew just how important the Land Cruiser was to take this large step forward into further making their dreams a reality. The Toyota Crown was first released in Japan in the mid-1950s when Toyota was working fast to build a domestic sales network to handle the demand.It was in such circumstances that from 1956 on, as part of Toyota's strategy the company decided on what was called the Land Cruiser strategy for foreign markets. Given the fact that its performance could hold its own against rival models such as the Willys Jeep and Land Rover, Toyota decided it was the right time to expand in foreign markets, and whenever the opportunity presented itself Toyota was there with the Land Cruiser right out front. The Land Cruiser helped Toyota establish a bridgehead, and the idea was to follow with sales of passenger cars.In this way with expansion into foreign markets, Toyota gained competitive strength by making the necessary changes and improvements through model changes, thereby effectively extending its export sales channels. Whereas the BJ-type Land Cruiser was originally built for military use, its design in time was modified to serve industrial expansion in peacetime, partly for the purpose of stimulating domestic demand for Toyota vehicles. Then in 1955, alongside production of the BJ-type Land Cruiser the 20-series made its debut. 
The development theme for the 20-series was a new style with more driving comfort. As a result, it didn't have much in common with the Toyota BJ, instead showing more soft lines in the body styling. These major changes in the chassis frame created a basic design, which through the transition to the 40-series remained unchanged for 29 years.To improve the riding comfort first the springs in the suspension were changed. The leaf springs in the front and rear were lengthened and the number of plates reduced to 4 to create a softer cushion. In addition, rubber bushings were added to the pivot and shackle in order to dampen the vibration transmitted to the cabin. Moreover, the inner channel of the side frame was extended, and the number of closed structure members was increased. The frame itself was strengthened so that the vibrations from the suspension would be absorbed rather than transmitted to the body.
Appearance of the First Real Station Wagon Production Period was from 1967 - 1980
The 40 series had three different body lengths all with the same face as uniqueness is a necessity for a utility vehicle with typical users that desire a sense of prestige. That was the reason why the long body FJ55V was given an exclusive vehicle body.
In 1967 the FJ45V was replaced with the FJ55V, which had a 2,700mm wheelbase. The Land Cruiser made its appearance as a cross-country type 4x4 vehicle, but the market had begun to accept the idea that it also could be a utility vehicle for carrying things. For that reason the demand increased for a vehicle with a larger body that could carry more people and more cargo.Toyota's response to this demand was to build wagons like the FJ35V and FJ45V. After that the demand became strong for a real station wagon.If all you need is a vehicle to carry people or cargo, an ordinary truck can do the job. However, even if you traveled to a work site by road, once the work was done the Land Cruiser was often expected to cross ground where there was no guarantee that the roads would be passable. Depending on the weather conditions the road might wash out or become submerged under water. It was for conditions like this that people selected a Land Cruiser.It is often assumed that all Land Cruisers were assembled at the Arakawa Auto Body Co., Ltd. (now Toyota Auto Body Co., Ltd.), but actually the long wheelbase versions such as the FJ35V and FJ45V were made at the Gifu Auto Body Industry Co., Ltd. At that time there were orders from overseas for trucks that could carry 7 to 9 people, and the demand was rising for a wagon type vehicle. Plans for a wagon design were pursued with the assumption that it would be built at the Arakawa Auto Body Co., Ltd.However, as Toyota had out a priority on development of passenger cars such as the Crown and the Corona, the Toyota design staff was too busy to be free to work on the Land Cruiser. As a result, up through the 40-series, the design was handled by on site technical staff working with little more than rulers and compasses. However, from the 50-series on, at last designers were again free to pay serious attention to the Land Cruiser, creating serious design sketches and clay models.Leaving some traces of the original 40-series, they added a brand new branch to the Land Cruiser tradition and created the FJ55V. The body size was larger than that of a compact car, the ride was as comfortable as a passenger car, and it was designed not just for utility but also for leisure use. It was designed to be able to cruise at 130km/h, in view of the high speed highways in America. It was also designed tough, to withstand the rugged treatment it was expected to get on the Australian landscape, and it was the first time that a Toyota truck was built entirely with fully enclosed box cross-section welded members. Already at this time it was engineered to meet American safety standards established through frontal crash testing at speeds of 50km/h, and all of these improvements strengthened the design of the vehicle.
As a result on the FJ55V frame the wheelbase was extended by 50mm, lengthening the rear overhang, and for improved productivity assembly was divided into 3 phases. Ordinarily this kind of reinforcement would be expected to add to the vehicle weight, however even while increasing the bending strength by 20% Toyota managed to actually reduce the vehicle weight by over 10kg. The FJ55V model also had a different length in the front of the frame depending on whether or not a winch was to be installed, a station wagon design that was fully ready for the new era.FJ55V engine was essentially the same F-type engine as the FJ45V that had been used in the 40-series, however there were significant improvements made particularly in the cylinder heads. The reason for this was to raise the rpm level at which the engine produced its maximum output, aiming at better performance in high speed driving, and also improvements were made to reduce emissions.On the new cylinder heads of the F-type engine the position of the boltholes that fixed the heads to the blocks was the same, but the shape of the heads was completely different. The combustion chamber had the same wedge shape, but the angles of the intake and exhaust valves were both fixed at 6-degrees, the shape and numbers of the rocker arms were modified, and the entire unit was made lighter. A passenger car use compact 4-cylinder 2R-type gasoline engine camshaft was added to improve intake efficiency at high rpm levels.With the FJ56V the engine evolved from the F-type to the 2F-type, with most of the changes centering on the specs for the piston displacement and the carburetor. The cylinder bore was increased by 4mm to gain more piston displacement, and improvements were made to part of the fuel delivery system, resulting in a power boost of 10PS.
The First Transfiguration in 30 Years : Production Period was from 1980's
The pressure from the preceding model sales volume was enormous. However, the 70 series was able evolve the Land Cruiser while maintaining the images of rigidity, reliability, and durability of the past. Without major alterations to the basic structure, many small details that pioneered the path to modernization were added on.
In 1984 a new 70-series was born, bringing to a close a long era of 29 years (including the 20-series) during which the 40-series remained virtually unchanged.There were limits to what could be done to modernize the old design of the 40-series model. For this reason Chief Engineer Masaomi Yoshii introduced a complete overhaul in the design, producing the 70-series to lead the Land Cruiser with a new generation.The first pre-condition however was that the new Land Cruiser was not to sacrifice any of its toughness, so a strong ladder frame was outfit with rigid leaf springs. The body plates were thickened by 1.0mm for added strength. While leaving something of the image of the 40-series, such as externally added fenders, it was also given modern features such as curved glass. As before there were two body types available, the short BJ70 (soft top and van), and the middle BJ73 (FRP top).In 1985 a derivative of the BJ70 model was added, the LJ71G, which had a 2L-T-type engine (4-cylinder, 2,446cc, 85PS, 19.2kgm). As indicated by the letter G, this model was registered as a passenger car type wagon. It had a soft appearance in the front mask, and the suspension had rigid coil springs. In the export model it was known as the Light Land Cruiser, or the Land Cruiser II. Moreover, this was the same engine that was installed in the 4 Runner.
Later the Land Cruiser shifted its weight to the 60-series. In competition to outdo its rival model the Pajero in terms of luxury, the 60-series evolved into the 80-series. During this period the 70-series tended to fade into the background.Then in 1990 a significant minor change was introduced in the 70-series, when two newly developed engines were introduced; the 1PZ-type engine (replacing the 3B-type with an OHC 5-cylinder, 3,469cc, 115PS, 23.5kgm engine specs), and the 1HZ-type engine (replacing the 13B-T with an OHC 6-cylinder, 4,163cc, 135PS, 28.5kgm engine specs). Moreover, to the middle length model a new ZX grade was added. Both the PZJ70 short and the HZJ73 underwent modifications.Following that in the same year the 70-series wagon underwent a complete makeover. In addition to the original 2-door, a 4-door semi-long was introduced, the name was changed to the Prado, and with other design changes it took on its own unique identity. The 4-door model had 3 rows of seats and could carry 8 people. Compared to the 70-series that was registered as a commercial vehicle, it now had more potential reclassified as an RV. The 2L-T-type was transformed with electronic controls in the new 2L-TE-type engine, which gave it improved performance. With the minor change the short version kept its LJ71 number, while the long version was renamed the LJ78. At this time also appeared a 4-door semi-long, with a choice of two engines the 1PZ or the 1HZ, named accordingly the PZJ77 and the HZJ77. In 1991 the Prado semi-long had a wide body version added to the lineup. In 1993 the short also had a wide body version added, and a newly developed engine was added, the 1KZ-TE (2,982cc, NET130PS, 29.5kgm). All of this meant major improvements in performance. In 1994 the 1PZ-type engine was dropped from the van series, leaving only the 1HZ type of engine.With the full model change in 1996 it embarked on a new and independent path as the Prado. The van type underwent a series of minor changes, taking on front rigid coil springs in 1999, leading up to the present day.
Surpassing Its Rivals : Production Period was from 1996 - 2002
Demand for a 4WD with easy-to-ride characteristics naturally grew with the enhancement of user types experienced during this particular time. Gaining momentum from these demands, the Mitsubishi Pajero began to aggressively expand its market share. That was the main reason for the introduction of the 90 series Prado.
In 1996 the 70-series underwent a makeover and emerged as the 90-series Prado, an independent series of itself. The design was heavy duty, like the 70-series Prado, however with a smaller engine and light classification it took on the image of an underpowered 4x4, and consequently domestic sales did not do as well as expected.The 80-series was a tough competitor in the market, boasting better performance than its rival model in the class below it, the Mitsubishi Pajero. It did not really hold a candle either to the van type series which had fully independent suspension, 3 rows of seats, driving comfort and luxury on a par with a passenger car. Even though they were in different classes by spec, the closer rival for the Mitsubishi Pajero was really the Toyota 4 Runner.Toyota was aiming for supremacy in all classes, so it developed the 90-series Prado as its final weapon against the Mitsubishi Pajero. In addition to the standard size body there was also a wide-size body version, a sporty 3-door model as well as a 5-door model, which were all easy to distinguish from the outside. The 90-series Prado had a wide and low form, and looked amazingly similar to the Mitsubishi Pajero. Even the engine had similar specs, with two choices for the power unit, the 5VZ-FE-type gasoline engine (24-valve V6, 3,378cc, 185PS, 30.0kgm specs) and the 1KZ-TE-type diesel engine with intercooler (2,982cc, 140PS, 34.0kgm specs). The power train was a full-time 4x4, so that the lineup was clearly a front on comparison with the Mitsubishi Pajero. The Prado lineup included the KZJ90 short (diesel engine), the VZJ90 (gasoline engine), and in the long the KZJ95 (diesel engine) and the VZJ95 (gasoline engine). Like the 80-series, the long also offered a model called Active Vacation built for camping.In this way the specs and the lineup of the 90-series Prado was a major change, but there was another secret behind its birth. Actually the 90-series Prado essentially shared the same chassis platform as the 4 Runner 185-series that had just debuted half a year before. From the time of the 70-series wagon these had shared the same type of engine, and were in a similar class. In a sense it was an inevitable response to user demand that it would take on independent suspension in the front.
In 1999 there was a fairly significant minor change introduced, with changes in the front grille, front bumper, door trim, combination meter design, and the addition of multi-reflector headlamps. In addition an Optitron meter was added, along with other luxury upgrades. Even in the mechanisms options were added which could deliver high-performance on unpaved or muddy roads, such as Active Traction Control (TRC) and Vehicle Stability Control (VSC), as well as the option for A/T in most grades.In 2000 a newly developed diesel engine was introduced, the 1KD-FTV-type common rail type direct-injection engine with intercooler (DOHC in-line 4-cylinder, 2,982cc, 170PS, 35.9kgm specs). This was also a response to current demands for lower fuel consumption, cleaner gas emissions, less noise and vibration. Moreover, at this time also an engine immobilizer was added to all grades of the Land Cruiser as standard equipment, reflecting the problem of rising car thefts in Japanese society.
The 90-series Prado shares the same chassis platform as the 185-series 4 Runner, but the frame has greater durability than that of the Surf. The side frame on the Prado is constructed of fully closed cross-section members, and the inner channels which this forms are made of thicker steel plate. The inner channel is made of steel plates inside the side frame that reinforce and strengthen the entire frame.The front section of the frame has the first independent suspension ever put on a Land Cruiser. Beyond this, of the 2 upper and lower arms, the upper arm is mounted in a higher position than the usual type, which strengthens the overall resistance of the suspension to horizontal G force.Along with major changes to the suspension, the 90-series also introduced a newly developed 5VZ-FE-type gasoline engine. This 3.4-liter V6 DOHC engine with numerous technical improvements made to the cylinder heads was also more compact and lighter weight. Bringing the two camshafts closer together reduced the relative angle of the intake and exhaust valves, and as a result it was possible to create a pent roof type combustion chamber with less heat loss. Moreover, this engine was tuned for higher performance in the low- to mid- rpm range making it easier to handle.The diesel engine in the 90-series was inherited from the 1KZ-TE-type engine of the 70-series Prado. Thanks to its compact turbo charger and air-cooled intercooler, this engine got improved output, better fuel consumption, and lower emissions. In addition, with the balance shaft and reinforced durable cylinder block there was also less noise and vibration.As the 90-series developed new variations were added to the lineup, and more offroad 4x4 mechanisms were added. To cope with increased vehicle weight a new 4-cylinder 3RZ-FE-type gasoline engine was selected, and the 1KZ-FE-type diesel engine was replaced with a direct fuel injection 1KD-FTV-type that has greater output, lower fuel consumption, and cleaner emissions. Moreover, Active TRC was added to the drive train, which helped maintain constant delivery of drive force by automatically applying the brakes to any tire that began to spin when driving on uneven ground, enabling you to take full advantage of the existing traction in the other tires. This made the Prado both safer and more aggressive at the same time
The Path to Prestige : Prodction Period was from 1989 to 1998
The concept of the 80 series was the combination of "Advanced" and "Top Quality" features at the highest level.However, the true reason why the 80 series gained worldwide attention was the fact that it able to maintain its original toughness of excellent off-road characteristics while being loyal to the above.
In 1989 regular minor changes were introduced, all in the direction of greater luxury, which led eventually to the evolutionary transformation of the ever-popular 60-series into the new 80-series.At the time the 60-series was being driven more for leisure or family use, and as a town car, than as an offroad vehicle. Over time the demand increased for more fashionable and passenger car like characteristics. The response to this market demand was the 80-series Land Cruiser.The aim of the 80-series was to be both at the forefront of technology and luxury. Along with passenger car like styling in the front design, wide tires and large fenders gave it a bold effect, looking something like a luxury battleship that could cruise the land. It was a break from the tradition of the Japanese 4x4. Moreover, accommodations remained for offroad applications, such as space in the instrument panel to install wireless communications equipment, and a rail for mounting a roof carrier.It was large at 5 meters length and 2 meters wide, with 3 types of engines to choose from; the 3F-E-type gasoline engine, the 1HD-T-type direct-injection diesel turbo engine (4,163cc, 165PS, 37.0kgm), and the 1HZ-type diesel engine. For all but one type of model in the series, it came with rigid coil springs in front and rear, and a full-time 4x4 power train. Of course the top of the line van and wagon offered a VX Limited grade.In 1992 the original 3F-E-type engine was replaced in the new model FZJ80G with a 1FZ-FE-type gasoline engine (DOHC in-line 6-cylinder, 4, 476cc, 215PS, 38kgm specs). In 1995, the HDJ81V was added to the lineup, and the 1HD-T-type diesel engine took on 4-valves in the 1HD-FT-type engine (4,163cc, 170PS, 38.7kgm specs). In addition a camper style model called Active Vacation was added to the lineup, which was registered in a low tax and low maintenance bracket
The transition from the 60-series to the 80-series was more drastic than that from the 50-series to the 60-series. A number of new technologies were introduced, and it was more of a revolutionary change than an evolutionary one.The only engine that was kept on as it was from the 60-series was the 3F-E-type, while the diesel 1HD-T and the 1HZ-type that had also been used in the 70-series underwent major improvements not only in power but also in reduced noise and vibration, making it a new generation diesel engine. The new engine design included thicker cylinder walls with reinforced ribs, thoroughly researched through computer analysis. Moreover, the cylinder head cover and other parts that did not need to be reinforced were replaced with resinous parts, enabling the new engine to be stronger, lighter, and more compact at the same time.The 80-series lasted for about 9 years, during which both the gasoline and the diesel engines evolved. The gasoline engine progressed from the 3F-E type to the 1FZ-FE-type, which was a DOHC with 4 valves on each cylinder. The diesel engine progressed from the turbo spec 1HD-T-type to the 1HD-FT-type, which was also a 4-valve per cylinder type.In the power train, the transfer gained a central differential, and all but one grade had a full-time 4x4 system. A switch on the instrument panel enabled you to go from 2WD to high-range 4WD, while a lever on the floor enabled you to directly shift into LO range 4WD. This so-called HF2A transfer had electronic controls for locking the central differential when you wanted to, so that according to ground conditions even in part-time 4x4 mode you could drive effectively on bad roads. Moreover, there was also a maker option for an electronic differential lock mechanism on the front and rear axle, which enabled you to travel even further on bad roads.In the suspension, leaf springs were replaced with coil springs in front and rear. This maintained strong durability, while at the same time improving driving comfort and steering stability. There were 3 arms supporting the axle in the front, and 5 in the rear. Each arm had rubber bushings on the pivot portion, which were designed to provide strong axle support as well as reduce shocks and vibrations coming from rough road surfaces. The overall result was improved riding comfort
Aiming to be The World's Best : Production Period was in 1998
The 100 series debuted despite no apparent loss in popularity of the 80 series prestige SUV (Sports Utility Vehicle) which was at the pinnacle of its success. The luxuriousness even above the 80 series was aimed at being the world's top level and became an instant success
In 1998 the Land Cruiser 80-series underwent a model change resulting in the release of a new series, the Land Cruiser 100. By this time the name Land Cruiser had earned a strong reputation worldwide for its high performance on bad roads, maneuverability, durability; and as one of the most reliable 4x4s available it had been selected by the United Nations procurement, as well as domestically and overseas for rescue operations, as a relay vehicle for satellite broadcasting, and as a prestige SUV.For the wagon version a new 2UZ-FE-type V8 gasoline engine was developed, with 32 valves, a piston displacement of 4,663cc, 235PS and 43.0kgm in the specs. For the van model also a new 1HD-FTE-type diesel engine was developed, a 24-valve in-line 6-cylinder engine with a piston displacement of 4,163cc, an output of 205PS and 44.0kgm of torque. Both of these new engines were state-of-the-art power units engineered for low fuel consumption and low emissions.The front suspension was a double wishbone type independent suspension, and with rack and pinion steering, the Land Cruiser 100 was designed to feel more like a passenger car than its heavy-duty predecessors. To further improve riding comfort and steering stability, hydraulic vehicle height adjustment (AHC) and Skyhook TEMS in the suspension were also made available as options, clearly aiming at improved performance on paved roads.The interior was luxurious of course, with air-conditioning and an audio system befitting a luxury car.
The Land Cruiser 100-series has not only reached the top of the Land Cruiser series, but has actually come to represent the pinnacle of all offroad 4x4 vehicles, and is outfit with a full range of high-level mechanisms. Among these is AHC & Skyhook TEMS, truly the King of 4x4 systems. AHC stands for Active Height Control, which enables you to maintain a constant height of the vehicle, regardless of the load or number of passengers you are carrying. When driving offroad on ground with rough spots, the vehicle height can be raised to prevent the underside of the car from hitting or scraping the ground.The Skyhook TEMS mechanism electronically adjusts the damping force of the shock absorbers appropriately according to ground conditions, and this system both makes for a more comfortable ride and improves handling stability. A soft suspension makes a more comfortable ride, but the problem is that it also tends to increase instability and feels unsettled. Stiff suspension settings provide more stability, but make the ride also feel stiff and unpleasant. Skyhook TEMS overcomes these respective limitations and gives you the best of both worlds.The addition of a 2UZ-FE-type V8 gasoline engine was just right for a luxury 4x4. This engine was a scaled up version of the 4-liter V8 1UZ-FE-type engine that Toyota used in its luxury passenger model the Celsior (known overseas as the Lexus LS400). For its installation in the Land Cruiser 100-series its aluminum alloy cylinder block was made more durable by using a steel compound. Moreover, the brake system was tuned, and the engine was modified to give it higher performance in the mid- to low rpm range, befitting the heavy body that the engine had to move.For the diesel engine in the series, the 1HD-FT-type that had been used in the 80-series was given refinements, and a high-pressure compact electronically controlled direct-injection fuel pump and intercooler were added. Thus the 1HD-FTE-type engine was created, with improvements in power, fuel consumption, and emissions. Along with the direct-injection fuel pump, the injection nozzle was improved, which resulted in greatly reduced noise and vibration. The 2H-type engine had been used in the 60-series. This was the original predecessor of the 1HD-FTE-type engine that carried the Land Cruiser diesel engine into the next century
A Full model Change for the First Time in Six Years: Production year 2002
The theme for this full model change was "NEW TRADITIONAL 4WD". The outstanding driving ability succeeded through the generations was further enhanced together with also pursuing excellent onroad running ability
Continuing the tradition of the preceding 90 Series, the Land Cruiser underwent a full model change in 2002 with further enhanced outstanding drivability under grueling conditions. The quality of the interior and exterior has also been thoroughly refined for a pleasant onroad driving experience that looks set to create a new legacy in the Land Cruiser Prado tradition.In terms of performance, the front suspension features an independent double wishbone structure while the rear adopts a 4-link axle suspension. A newly designed and exclusive high rigidity frame provides superior maneuverability and running stability while also offering a comfortable ride. The new Land Cruiser not only evolves offroad driving characteristics, but also fully enhances its onroad driving performance.In addition to the adoption of a new frame, the effective placement of sound reducing and absorbing material and the new flush body surface result in quiet road, wind, and engine noise on par with a medium-high class passenger sedan.Newly developed Torsen LSD (Limited Slip Differential) is used for the center differential and distributes 40:60 front/rear basic driving force with automatic and instant adjusting to ideal distribution of front and rear torque according to road conditions for enhanced tracability during turning. This has resulted in superior onroad driving as well as superior traction in slippery conditions such as on icy roads. In addition, an active TRC (TRaction Control system) independently controls braking at all four wheels with a active wheel speed sensor semiconductor for superior control when climbing and descending. Furthermore, DAC (Downhill Assist Control) enhances vehicle stability when descending steep slopes, while Hill start assist control depresses vehicle rearward motion when climbing steep slopes.
For the exterior, the Toyota design keywords of "Vibrant" and "Clarity" have been successfully carried over to this full-fledged 4WD vehicle. While maintaining the Land Cruiser's functional and dynamic shape, the design goal was for a clean and long-lasting design. Inheriting the unique characteristics of the strong presence of 5-door models and a vibrant feel of the 3-door models, this new model has a Land Cruiser Prado look while also adding next-generation appeal with vertically oriented headlamps and front grilles, and a cabin shape consisting of flowing surfaces. The length, width, and wheelbase have been increased while the height has been kept down for an extremely stable yet rugged look
THE TOP OF THE FOOD CHAIN: Production year 2008
thats me looking on the water falls at the Udzungwa National park in the southern ciruit
Faces full of fun and happiness inside the Ngorongoro crater (picknik site) from left is Adam, Edwin, me, Allan, Batul, Lewis, Joseph. the ones infront left is charles, idrisa, june and kente.
