Ever since the 1950s when Sir Leslie Thiess imported a handful of Toyota LandCruisers to Australia to work on the Snowy Mountains Hydro Scheme, successive generations of the rugged Japanese 4x4 have gone on to establish the nameplate as ‘the’ quintessential off-roader, capable of handling whatever our wide brown land dishes out.

Having achieved such iconic status within the off-roading fraternity, often through introducing larger capacity and more powerful engines, Toyota’s decision to ditch its proven 4.5-litre V8 turbodiesel in favour of a smaller capacity twin-turbo V6 diesel for the all-new 2021 LandCruiser 300 Series, was met with consternation by some of the brand’s devotees.

With COVID-related supply chain problems delaying the launch and first deliveries of the first new 300 Series, a mad scramble ensued to try and secure the last examples of the proven V8-powered 200 Series, causing values for that outgoing model to spike alarmingly.

When the 300 Series eventually did arrive, prices for the new model had edged up by between 5.6% and 11.3% over the superseded series.

A recent change to the luxury car tax threshold has since helped pull back these price increases slightly, with all versions now retailing for $809 under their original launch pricing.

The new 300 Series also introduced an additional two models to the line-up, with prices for the six variant range starting at $89,181 for the entry-grade GX tested here (up $8,185 on the 200 Series) and topping out at $137,981 for the bells and whistles Sahara ZX.

Only the GX manages to scrape in under the psychological $100,000 barrier once on-road costs are factored in, with the Sahara ZX perilously close to $150,000 when driven out of a dealership.

Included in the line-up are the previously established GXL, VX and Sahara grades, with the newly introduced badges being Sahara ZX and GR Sport.

Toyota claims the former offers “unmatched levels of comfort and style for LandCruiser buyers”, while the GR Sport which costs $136,981 (MRLP) is described as “the most off-road capable LandCruiser yet”, thanks to its electronic Kinetic Dynamic Suspension System (e-KDSS) stabiliser bar control system, plus standard front and rear locking differentials.

To put the entry-level GX ’Cruiser’s price into perspective, a Nissan Patrol Ti V8 is much better equipped, includes eight seats, a rear diff lock, leather trim and navigation among its generous standard equipment list, for a driveaway price only a few hundred dollars more than the GX’s list price.

The catch – the Patrol is available only with a rather thirsty petrol engine, with the lack of a turbodiesel ruling it out for many buyers.

Fresh look for new LandCruiser

Freshly minted from the ground up, key upgrades for the 300-Series include the new and more efficient 3.3-litre V6 twin-turbo diesel and a fresh new exterior design underpinned by the Toyota New Global Architecture (TNGA) body-on-frame platform.

The latter is claimed to deliver better weight balance, a lower centre of gravity, plus higher structural strength and rigidity.

LandCruiser wagons have never been lightweights and with the burly 200 Series having pushed the scales up into the super heavyweight division, efforts have been made with the 300 Series to trim some kilos.

Weight reduction measures include aluminium in the bonnet, roof, doors, and rear hatch, as well as lighter and more compact componentry.

The end-result is a slightly lower kerb mass which assists with fuel efficiency, as well as allowing for an additional 40–90kg of payload depending on model, with the GX boasting the highest maximum payload of 785kg.

Input from Toyota’s local engineering and evaluation teams and extensive prototype testing in a wide variety of Australian conditions contributed significantly to the new platform and body structure, as well as powertrain validation and towing capability.

Local engineers also played a major role in tuning and calibration of the suspension, plus the off-road and drivetrain control systems including e-KDSS.

They also provided tyre evaluations leading to tyres developed specifically for the 300.

The manufacturer describes the new model’s fresh body styling as “more robust and sophisticated than ever before”.

The design is certainly distinctive and clearly an evolution of LandCruiser models past, while body proportions including length, width, wheelbase and approach/departure angles are like its predecessor.

A notable change is a shift from the previously horizontally split two-piece rear gate to a single piece lift-up tailgate.

Unique exterior trims help set the two new flagship models apart from their lesser brethren, while each variant receives its own wheel design with 18-inch alloys on all grades except the Sahara ZX which wears 20-inch wheels and the GX which sports 17-inch steel wheels shod with 245/75R17 rubber.

Cabin's focus is on comfort and tech

The cabin has been updated with a focus on improving functionality, oddment storage, comfort and technology.

On VX grades and above the horizontal upper instrument panel features a new generation 12.3-inch touchscreen multi-media system, while GX and GXL make do with a smaller 9.0-inch screen.

Apple CarPlay, Android Auto, Bluetooth, voice recognition, and digital radio are standard across the range.

So too is three-year complimentary access to Toyota Connected Services, which includes stolen vehicle tracking, automatic collision notification and SOS emergency call.

Our GX tester’s interior was neatly finished with a fresh new look, though arguably falling shy of the premium finish its price might suggest.

Fabric trim and workman-like vinyl matting are the order of the day, here.

Models above GX are carpeted, while leather trim is reserved for the Sahara and GR Sport variants.

Buyers looking for power seat adjustment will need to step up to VX and above to get eight-way power adjustments for driver and front passenger, along with front seat heating and ventilation.

Sahara, Sahara ZX and GR Sport also add handy three position memory settings for the driver’s pew.

GXL, VX and Sahara all come with a third row and seven seat capacity, while the other grades make do with five seats.

Models above GXL feature a 40/20/40 split folding second row of seats, while GX and GXL have a 60/40 split that can be flipped and folded forward to expand the 1131-litre boot to a commodious 2052 litres.

Seven-seat models offer 175 litres of load space with all rows upright, 1005 litres with row three flat-folded into the floor and 1967 litres with the middle and rear rows folded.

As you should expect in a large off-roader of this size, second-row seat space is generous, but in the GX’s case niceties such as seatback pockets, rear cup holders and USB ports are missing.

At least you can stay cool thanks to rear-ducts for the dual-zone climate control, and there are handy 12 and 220-volt power outlets.

Up front, the GX driver and passenger will find that navigation, wireless phone charging and even vanity mirrors have all been left off the features list.

Driver assistance features on board

An expanded suite of Toyota Safety Sense driver assistance technologies is a key part of the new 300 Series offering, with models above GXL getting the full house offering.

Despite this, even the GX gets a pre-collision system with pedestrian (day/night) and cyclist detection (day only), active cruise control, auto high beam, front and second-row occupant detection, lane departure alert with brake to steer, and speed sign assist.

Ten airbags and a reversing camera are also part of its standard safety arsenal, but buyers requiring front and rear parking sensors, blind-spot monitoring, back-guide monitor and rear cross-traffic alert, will need to step up to the GXL or better.  

Other standard GX kit includes a full-size spare wheel, one-touch power windows for all doors, keyless entry/start, LED headlights and DRLs, a snorkel, and security alarm system.

All 300 Series feature a full-time AWD system with a faster shifting transfer case, low range and a lockable centre differential. Crawl control, downhill assist control and hill-start assist are all standard across the range.

Our off-road testing was limited but the GX has all the appropriate attributes – including high ground clearance, good approach and departure angles, low range gearing, and well protected underbody components – to suggest it will carry forward the LandCruiser’s strong reputation for handling the rough stuff.

The GX is, however, the only model to miss out on the latest generation of Toyota’s Multi Terrain Select (MTS), which allows the driver to select from six modes to optimise drive, braking, and traction control to the terrain.

As a result, and perhaps somewhat counter-intuitively, it is the high-grade models that will be the tool of choice when things get really tough.

The GR Sport goes the full monty with front and rear diff locks and new e-KDSS electronic sway bar disconnect system, which improves wheel articulation and traction.

On road the GX’s compliant coil spring suspension blots up most road imperfections, while its handling feels solid and competent for such a large vehicle.

A new braking system gets the job of retarding the burly off-roader done efficiently, while visibility around the vehicle is good, even for shorter drivers.

Toyota says its new 3.3-litre twin-turbo V6 diesel engine offers V8-beating performance and flexibility and backs this up with claimed outputs of 227kW/700Nm, up from the V8’s 200kW/650Nm, representing a power and torque increase of 13.5 and 7.7% respectively.

The high-tech engine is matched to a new 10-speed torque convertor auto in lieu of the previous six-speed unit.

On or off the road, the new powertrain performs strongly and it’s soon apparent that there’s no need to feel cheated about the reduction in cylinders and cubic capacity.

Toyota says the twin-turbo system has been optimised to maximise low-speed torque, which is ideal for off-road and towing duties, while out on the highway the gutsy V6 offers a useful spread of torque that matches nicely with the smooth and quick-shifting transmission.

Long a popular choice for towing, the 300 Series maintains the previous model’s 3,500kg braked tow capacity while including trailer sway control and trailer wiring harness as standard. A Gross Combination Mass (GCM) of 6,750kg applies across the range.

Pleasingly, the new engine’s extra power and torque doesn’t come at the cost of fuel efficiency, which has been improved by 6.3% on the official combined cycle compared to the V8, bringing with it a commensurate reduction in CO₂ emissions.

We were unable to match the claimed 8.9L/100km combined cycle figure but achieved a still respectable 12.8L/100km over two fills on a mix of urban, back roads and off-road running.

Wide range of accessories available

Naturally, there’s a wide range of Toyota genuine accessories available for the 300 Series including LED lightbars, front recovery points and roof racks, but the first option many Queenslanders will look at is the range of winch-compatible bull-bars, which come in polished alloy, black steel, or body-coloured steel.

The ‘bars incorporate a 5mm aluminium bash plate and recovery points into their design and are fully compatible with the vehicle’s safety system, while also ensuring proper thermal management for the engine and intercoolers.

A five-year/unlimited-kilometre warranty applies on all 300 Series models, while service intervals are six months or 10,000km (whichever occurs first) and are currently capped at $375 for each standard service up to 60 months/100,000km.

The supply chain issues that delayed the launch of the 300 Series in 2021 remain an on-going headache for Toyota and the industry more broadly, with the LandCruiser still listed among the models experiencing delivery delays.

The Japanese car maker largely avoids specifics about delivery delays but said in a statement that “Toyota Australia continues to work closely with our global production teams to secure as many vehicles for our market as possible. Due to the evolving nature of this situation, Toyota dealers are best placed to continue to provide updates to customers on delivery timeframes for individual orders.”

There’s no doubt that the new LandCruiser continues to offer what buyers have grown to love about the nameplate and for many the wait will be inconvenient but ultimately worth it.  

Key stats

• MLP: $89,181
• ENGINE: 3.3-litre twin-turbo V6 diesel
• ANCAP CRASH RATING: All models, five stars (2022)
• FUEL CONSUMPTION (Combined Cycle, l/100km)_: 8.9 (235g/km CO₂)
• FOR: More grunt than old model, improved efficiency, capable on and off road, improved safety features, more model choice.
• AGAINST: Price increases with only base model GX scraping under $100k on-road, GX equipment omissions, interior feel of GX out of step with price-point, no seven-seat option for GX.

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