300 LandCruiser 2022 Series Review: How is the new Toyota Land Cruiser LC300 different from the old 200 series?
Content
- Does it represent good value for money? What functions does it have? 8/10
- Is there anything interesting about its design? 9/10
- How practical is the interior space? 9/10
- What safety equipment is installed? What is the safety rating? 8/10
- What are the main characteristics of the engine and transmission? 9/10
- How much fuel does it consume? 8/10
- How much does it cost to own? What kind of guarantee is provided? 8/10
- What is it like to drive? 9/10
- Verdict
New models don't get much bigger than that. Literally, but also figuratively. In fact, I haven't seen anything quite like the hype around the new Toyota LandCruiser 300 Series in the last decade.
It's also not often we see a new design with the pressure of living in line with a seventy year legacy, but this one also carries the reputation of being the world's most successful automotive brand on its shoulders.
The large LandCruiser station wagon is analogous to the Toyota 911, S-Class, Golf, Mustang, Corvette, GT-R or MX-5. The flagship model, which should demonstrate the core values of the brand.
There is some poetry in having the biggest brand have the biggest icon, but its physical scale is more of a by-product of its wide range of capabilities.
And unlike these other brand carriers, the new LandCruiser LC300 will not be sold in major markets such as China, the US or Europe. Instead, it's the Middle East, Southeast Asia (including Australia), Japan, Africa, Central and South America where he will flaunt his stuff.
Yes, little old Australia, which showed a love for the LandCruiser badge that became Toyota's first export model (ever, anywhere) in 1959 and therefore paved the way for the world domination that Toyota enjoys today.
This romance has never been more evident than the huge anticipation for the new LandCruiser 300 Series, with stories we've shared on Cars Guide to date breaking driving records left, right and center.
Why do we love the big LandCruiser idea so much? Because of its proven ruggedness for remote areas and off-road, the ability to tow huge loads and transport large numbers of people in great comfort over very long distances.
The LC300 range consists of GX, GXL, VX, Sahara, GR Sport and Sahara ZX models.
For many who live in remote areas, these are important strengths in everyday life. For those of us in the more populated parts of Australia, it provides the perfect escape gate to enjoy this wide brown land.
And for every Australian looking to buy one new, there are probably hundreds of people dreaming of buying a used one in the future with the expectation of a reliable purchase decades after they're built.
The big plot twist amid all of this is that even though Toyota is finally on sale, Toyota still can't promise when you can park it in your garage due to a pandemic related parts shortage. which stopped production. Follow the news on this page.
But now, thanks to the Australian media launch of the LandCruiser 300 Series, I can finally tell you what the final product is like.
I can also finally take a look at the entire Australian lineup and go over all the details we were still missing when we posted Byron Mathioudakis' LandCruiser 300 prototype review back in August.
| 2022 Toyota Land Cruiser: LC300 GX (4X4) | |
|---|---|
| Safety Rating | |
| engine's type | 3.3 L turbo |
| fuel type | Diesel |
| Fuel efficiency | 8.9l / 100km |
| Landing | 5 Places |
| Price from | $89,990 |
Does it represent good value for money? What functions does it have? 8/10
We've known for a couple of months now that the new 300 series has jumped in price, as have many new models of late, but the $7-10,000 price hike is spreading across a wider lineup than before, and there's a lot going on with their new design from top to bottom. to justify it.
It's interesting to note that the 300 Series line is no ordinary model: the more you spend, the more features, and some trim levels are specifically geared towards certain customers and use cases, so check the details carefully.
As before, you can choose the base GX (MSRP $89,990) for its 17-inch steel wheels that go back to six studs, as opposed to the five studs used in the last two generations, and a big black tube . This is the one you will see with the police sign behind the black stump.
As we said earlier, it no longer has a rear barn door, but still has rubber on the floor and in the trunk instead of carpet.
Equipment highlights include a leather steering wheel, comfy black fabric trim, active cruise control, but you only get most of the important safety gear.
The base media screen is a bit smaller at 9.0 inches, but it finally comes with CarPlay and Android Auto still connected via cable, as opposed to the wireless connectivity that's starting to appear on most newer models. The driver gets a main 4.2-inch display on the dashboard.
The GXL (MSRP $101,790) drops the snorkel but adds key details like 18-inch alloy wheels, roof rails and alloy side steps. It's also the cheapest seven-seater, with carpeted floors, a wireless phone charger, Multi-Terrain Select that specifically tailors the drivetrain to the terrain you're driving, and includes key safety features including front and rear parking sensors, sunblinds . -Point monitoring and rear cross traffic alerts.
The VX (MSRP $113,990) has become the most popular trim level in the 200 series, and you can now pick it up with shinier wheels, a silver grille and more stylized DRL headlights.
On the inside, it swaps the cloth for black or beige synthetic leather seat trim, and adds highlights like the bigger 12.3-inch multimedia screen and 10 speaker audio with a CD/DVD player (in 2021!!!), a big 7-inch display ahead of the driver, four-zone climate control, heated and ventilated front seats, a sunroof, and four-camera surround view. Interestingly, this is the cheapest model with auto wipers and reverse auto braking to protect from colliding with static objects.
Look for chrome mirrors to opt for Sahara (MSRP $131,190) over VX and it's a bit odd that you have to spend over $130,000 to get leather seat trim with Sahara and that goes for the head too. flip-down display and power tailgate. However, this skin can be black or beige.
Other luxury touches include second-row entertainment screens and a 14-speaker audio system, power-folding third-row seats, Sahara-inspired center console refrigerator, heated steering wheel, and second-row seats are also heated and ventilated.
Next on the price list is the GR Sport with an MSRP of $137,790, but it shifts its philosophy from Saharan luxury to more sporty or adventurous tastes.
That means black parts and a classic uppercase TOYOTA badge on the grille, a few GR badges, and a bunch of unpainted plastic to make it more durable when you're riding off-road.
It’s also only got five seats — trimmed with black or black and red leather — and loses the rear seat screens, which makes it ideal for mounting a fridge and a set of drawers in the boot for touring.
The front and rear diff locks are further proof of this idea, and it is the only model to feature the smart e-KDSS active anti-roll bar system, allowing for more suspension travel in rough terrain.
The top-of-the-line Sahara ZX (MSRP $138,790) costs about the same as the GR Sport but has a shinier look, with larger 20-inch wheels and a choice of black, beige, or black and red leather. Ironically, the Sahara ZX is a LandCruiser worth buying if you spend a lot of time in the city.
There are a total of 10 color options in the LC300 lineup, but only the top-end Sahara ZX is available in all of them, so check out the full description in the brochure.
For reference, color options include Glacier White, Crystal Pearl, Arctic White, Silver Pearl, Graphite (metallic gray), Ebony, Merlot Red, Saturn Blue, Dusty Bronze and Eclipse Black.
One of the most recent announcements of the 300 series was a range of factory accessories that is ready to go with a selection of new and improved cross and slant bars, winch, escape points, roof mount systems in addition to the usual additional options.
The LC300 can be fitted with a range of factory accessories such as a bow bar. (pictured GXL version)
As always, these factory accessories are your best chance to keep all safety and mechanical features, not to mention your warranty.
Is there anything interesting about its design? 9/10
The overall proportions of the new 300-series are very similar to the 14-year-old 200-series it replaces, but Toyota insists it's clean design from top to bottom.
| Overall dimensions, mm) | Length | Width | Height | wheelbase |
| Sahara ZX | 5015 | 1980 | 1950 | 2850 |
| GR Sport | 4995 | 1990 | 1950 | 2850 |
| Sugars | 4980 | 1980 | 1950 | 2850 |
| VX | 4980 | 1980 | 1950 | 2850 |
| GXL | 4980 | 1980 | 1950 | 2850 |
| GX | 4980 | 2000 | 1950 | 2850 |
I actually have a feeling that the hood release is a carryover, but I haven't tested that yet and everything else seems to have taken a step forward to elevate its versatile status to more heights than ever.
Australia again played a key role in its development, with the first prototype landed in 2015. Toyota says that in addition to being Australia a key market for the 300 series, we offer engineers access to 80 percent of the world's driving conditions. .
The new 300 Series’ looks very similar to the 14-year old 200 Series.
The new body is both stronger and lighter than before thanks to using aluminium for the roof and opening panels, plus high-tensile steel, and rides on a new separate chassis with redesigned mechanical elements that have been relocated to give a lower centre of gravity while offering more ground clearance. The wheel tracks have also been widened to improve stability.
All of this aligns with the TNGA platform philosophy that has been shining on all new Toyotas since the launch of the fourth-generation Prius, and a specific iteration of the standalone LC300 chassis is branded TNGA-F. It is also at the heart of the new Tundra truck in the US and will also turn into the next Prado and likely others.
The new body is stronger and lighter than before. (pictured GXL version)
Despite the new design, it is still a big car, and combined with its strength requirements, it was always meant to be heavy as all versions weighed around 2.5 tons. Which makes it one of the heaviest vehicles on the market.
| Curb weight | |
| Sahara ZX | 2610kg |
| GR Sport | 2630kg |
| VX/Sahara | 2630kg |
| GXL | 2580kg |
| GX | 2495kg |
Inside, the new LandCruiser looks very modern. Even the base GX looks nice and fresh thanks to the highest quality materials you'd expect, and great attention has been paid to ergonomics. It is clear that function is more important than form, unlike many other SUVs that do it the other way around to the detriment of passengers.
There are also plenty of control buttons, which I'd rather have hidden controls behind sub-menus on the touch screen.
There are many buttons in the 300 series. (variant of the Sahara in the photo)
Because of this, it's amazing to see analog gauges across the range when so many new models are moving to all-digital gauges lately.
Another thing unexpectedly missing from the new 2021 model is wireless Android Auto and Apple CarPlay, though all but the base GX get a wireless phone charger. You get wired Android Auto and Apple CarPlay across the range, but no wireless, even if you're spending just under $140k.
The LC300 is equipped with a multimedia screen with a diagonal of 9.0 to 12.3 inches. (pictured GXL version)
How practical is the interior space? 9/10
As a big SUV, practicality matters a lot, and once again, only the GXL, VX, and Sahara have seven seats, while the base GX and top-level GR Sport and Sahara ZX only have five.
There is ample storage space all around with at least six cup holders, and there are bottle holders in every door.
All but the base GX have ample USB coverage, there's a 12V hotspot up front and in the second row, and all trim levels get a handy 220V/100W inverter in the cargo area.
| USB-A (audio) | USB-C (charging) | 12V | 220V/100W | |
| Sahara ZX | 1 | 3 | 2 | 1 |
| GR Sport | 1 | 3 | 2 | 1 |
| Sugars | 1 | 5 | 2 | 1 |
| VX | 1 | 5 | 2 | 1 |
| GXL | 1 | 5 | 2 | 1 |
| GX | 1 | 1 | 2 | 1 |
Things get smarter in the second row. Even though the new model shares the same wheelbase as the 200 Series, they managed to move the second row back to provide an extra 92mm of legroom. There was always plenty of room for my 172cm height, but taller passengers are likely to be big fans of the new 300 series, and for those of us with kids, there are standard child seat mounts with two ISOFIX mounts and three top tethers. The second row seats also have reclining backs, but the base doesn't slide back and forth. Note that the second row of the GX and GXL is split 60:40, while the VX, Sahara, GR Sport and Sahara ZX are split 40:20:40.
Rear seat passengers get climate control, USB ports and a 12V outlet. (Sahara ZX variant pictured)
Climbing into the third row is never easy considering how far off the ground you are, but it's pretty good when the second row is pushed forward and luckily there's less of it on the passenger side.
Once you get back there, there is a decent seat for adults of average height, you can see out of the windows quite easily, which is not always the case. There is good ventilation for the face, head and legs.
The third row seats finally fold down to the floor. (variant of the Sahara in the photo)
Every backrest reclines (electronically on the Sahara), there's a cup holder for every passenger, but there are no child seat anchorages in the third row, unlike many other new seven-seat cars.
Coming to the rear of the 300 series, there are still a couple of big changes from the old LandCruiser station wagons.
First is the one-piece tailgate, so no more split or barn door options. There’s lots of arguments for all three types of tailgates, but two big pluses for the new design is that the simpler construction makes it much easier to seal dust from getting in, and it makes a handy shelter when you’ve got it open.
The second big change here is that the third-row seats finally fold down to the floor instead of the awkward "up and out" approach of the past.
One trade-off, which is likely the result of moving the second row closer to the rear, is a significant reduction in overall trunk space: the folded VDA is down 272 liters to 1004, but that's still big, tall space, and the fact that the third row now folds to the floor, freeing up an additional 250mm of trunk width.
The boot capacity of five-seater models is 1131 liters. (pictured GX variant)
| boot space | 5 seat | 7 seat |
| Seat Up (L VDA) | 1131 | 175 |
| Third row folded (L VDA) | n / | 1004 |
| All stacked up (L VDA) | 2052 | 1967 |
| *all figures are measured to the roofline | ||
In true LandCruiser tradition, you'll still find a full-size spare tire under the boot floor, accessed from below. It may seem like a dirty job, but it's a lot easier than unloading a boot on the ground to access it from the inside.
Payload figures have not been a strong point of the 200 series, so it's good to see them improve by 40-90kg across the range.
| payload | |
| Sahara ZX | 670 kg |
| VX / Sahara / GR Sport | 650kg |
| GXL | 700kg |
| GX | 785kg |
Note that the numbers still vary up to 135kg depending on the trim level, so be careful if you plan on hauling heavy loads.
Speaking of heavy loads, the maximum allowable brake load is still 3.5 tons, and all trim levels come with an integrated tow receiver. While the total may not have changed, Toyota boasts that the 300 series does a better job of towing within that limit.
The maximum towing force of the LC300 with brakes is 3.5 tons. (variant of the Sahara in the photo)
All versions of the LC300 have a Gross Vehicle Weight (GCM) of 6750 kg and a Gross Vehicle Weight (GVM) of 3280 kg. The maximum load on the front axle is 1630 kg, and on the rear - 1930 kg. The maximum load on the roof is 100 kg.
Ground clearance is slightly increased to 235 mm, and the fording depth is standard for Toyota 700 mm.
What safety equipment is installed? What is the safety rating? 8/10
The new 300 series has yet to receive an ANCAP safety rating, but here are the curtain airbags covering all rows of seats that properly cover third-row passengers.
Also outside the norm are side airbags in front and in the second row, as well as knee airbags for both front passengers.
There’s no centre airbag up front, but a car this wide doesn’t necessarily need it to score top marks from ANCAP. Watch this space.
On the active safety front, highlights for all models include front auto emergency braking that has all the right smarts and is impressively active all the way between 10-180km/h. So it’s fair to describe it as city and highway AEB.
Note that the base GX is missing key safety features, including front and rear parking sensors, blind-spot monitoring, and rear cross-traffic alert, which could result in it being the only LC300 not to receive the highest safety rating.
It's only from the VX model that you get automatic rear braking for static objects, and I can confirm that it works.
| GX | GXL | VX | Sugars | GR Sport | Sahara VX | |
| General Conditions of Purchase | city, highway | city, highway | City, Hwy, Rear | City, Hwy, Rear | City, Hwy, Rear | City, Hwy, Rear |
| Rear cross signaling | N | Y | Y | Y | Y | Y |
| Parking sensors | N | Front rear | Front rear | Front rear | Front rear | Front rear |
| Front row airbags | Driver, Knee, Pass, Side, Curtain | Driver, Knee, Pass, Side, Curtain | Driver, Knee, Pass, Side, Curtain | Driver, Knee, Pass, Side, Curtain | Driver, Knee, Pass, Side, Curtain | Driver, Knee, Pass, Side, Curtain |
| Second row airbags | Curtain, Side | Curtain, Side | Curtain, Side | Curtain, Side | Curtain, Side | Curtain, Side |
| Third row airbags | n / | A curtain | A curtain | A curtain | n / | n / |
| Adaptive Cruise Control | Y | Y | Y | Y | Y | Y |
| Dead center monitoring | N | Y | Y | Y | Y | Y |
| Lane Departure Warning | Y | Y | Y | Y | Y | Y |
| Lane assist | N | N | Y | Y | Y | Y |
What are the main characteristics of the engine and transmission? 9/10
Yes, the V8 is dead, at least in the 300 series, but don't forget you can still get a single turbo version in the 70 series.
However, the new 300-litre (3.3 cc) V3346 F6A-FTV LC33 twin-turbocharged diesel engine promises to be better in every way, and when combined with a new 10-speed torque converter, they promise greater performance, efficiency and refinement.
With 227kW and 700Nm, the straight numbers are up 27kW and 50Nm compared to the 200-series diesel, but interestingly, the maximum torque range remains the same at 1600-2600rpm.
The new engine's transition to a "hot V" design, with both turbos mounted on top of the engine and the intercoolers relocated behind the bumper, is more difficult than before, especially to keep cool when you can crawl over endless sand dunes. let's say the Australian outback.
The 3.3-liter twin-turbocharged V6 diesel engine develops 227 kW and 700 Nm of power. (pictured is the GR Sport variant)
But Toyota engineers are confident that it will live up to all expectations in terms of reliability, and, above all, I like the fact that a new engine has been developed for this car. It doesn't look like Toyota has cut corners by adapting an engine from a Prado or a Kluger, and that's saying a lot these days.
It also has a timing chain rather than a timing belt, and to comply with the new engine's Euro 5 emission regulations, it also has a diesel particulate filter.
I was surprised when I experienced the "DPF regen" process three times on three of the four cars I drove during the LC300 launch program, but if it wasn't for the driver display warning, I wouldn't have known it was happening. All cars had less than 1000 km on the odometers, and the process took place both on the highway and during low-speed low-speed off-road.
Before you ask, no there’s no hybrid version of the 300 Series yet, but there’s one under development.
How much fuel does it consume? 8/10
Toyota has paid attention to efficiency at every level of this new design, but even with a lighter body, smaller engine, more ratios and a lot more technology you’re still propelling 2.5 tonnes of tall car with big, chunky off-road tyres.
So the new official combined consumption figure of 8.9L/100km is only 0.6L better than the old 8-series V200 diesel engine, but it could be much worse.
The 300-series' 110-litre fuel tank is also 28 liters smaller than before, but that combined figure still suggests a very respectable range of 1236 km between fill-ups.
During my test, I saw 11.1L/100km on the on-board computer after a 150km stretch of motorway at 110km/h, so don't count on consistently hitting 1200km between fill-ups.
Warranty and safety rating
Basic Warranty
5 years / unlimited mileage
guarantee
ANCAP Safety Rating
How much does it cost to own? What kind of guarantee is provided? 8/10
Like all new Toyotas, the new LC300 comes with a five-year, unlimited-mileage warranty, which is the status quo among major brands at this point, but engine and transmission life goes up to seven years if you stick to your maintenance schedule. However, roadside assistance will cost you extra.
Service intervals are still a relatively short six months or 10,000 km, but the limited price service plan has been expanded to cover the first five years or 100,000 km.
So for a decent $375 per service, you also get a decent $3750 for the first ten services.
What is it like to drive? 9/10
When Byron drove the 300 series prototype earlier this year, he had nothing but good impressions.
Now that I’ve finally driven the finished car on and off road, It really seems that Toyota has nailed the brief.
The LC300 shrinks around you as you take on tough tasks. (pictured is the GR Sport variant)
I covered about 450km on the highway in the Sahara and Sahara ZX, and it’s even more of a loungeroom on wheels than before. It’s quiet, comfortable, and more stable than I remember the 200 Series feeling, which is a big ask given how rugged the chassis is with so much off-road ability.
With just me on board, the new V6 only hits 1600rpm in 9th gear at 110km/h, which is the peak torque start point, so it needs a lot of lift before it has to drop to 8th gear. . Even at 8th gear, it develops only 1800 rpm at a speed of 110 km/h.
The LC300 is quieter, more comfortable and more stable than the 200 series. (GR Sport variant pictured)
What is the meaning of the 10th gear, you ask? Good question as I've only used it by hand and the revs drop to just 1400rpm at 110kph. I can only imagine the 10th will come in handy when you're sitting at 130kph for hours in the Northern Territory . I hope we can test this theory soon, but you'll get a good idea of the possibilities far beyond what's needed.
You can say the same about its off-road ability as it is quite amazing considering how comfortable it is on the road.
GR Sport will be the top off-road 300 series. (GR Sport variant pictured)
Following Toyota's notoriously prescribed off-road loop, it was about 5km of low-reach, narrow, mostly loose, rocky terrain, with ups and downs that you would have difficulty managing on foot. There were also plenty of obstacles thrown into the mix that lifted the wheels really well and in the air, despite the 300’s great ride and articulation.
At that much weight, you would expect it to be pretty stable in this kind of terrain, but for something that weighs 2.5 tons, it's quite an achievement to manage your weight so well and just walk around the track. If the gap is not too narrow, chances are good that you will end up on the other side.
The rugged chassis has so many off-road capabilities. (pictured is the GR Sport variant)
I managed to get through all of the above without wrinkling the alloy side steps—a traditional weakness of the LandCruiser—but the usual battle scars were visible on many other cars that day. They're still a good buffer before you take the sill off, but stronger steps or aftermarket sliders would be a good move if you plan to use the LC300 to its fullest off-road capability.
I did it all on stock tires with no modifications, straight out of the box, on a 2.5 ton car that somehow manages to shrink around you when you hit a hardship.
Little things like downshifting as soon as you flick the switch play a big role here, as well as driver aids like a really effective hill descent assist system and a new generation Crawl Control system that squeezes every ounce of clutch. from tires. more dramatic than before.
It really does seem like Toyota has nailed the LC300. (pictured is the GR Sport variant)
Now, given that I've only been able to drive the GR Sport off-road, so its e-KDSS active sway bars suggest it would be the perfect 300 series for this sort of thing, so we'll try to do some proper off-road testing. other classes as soon as possible.
I also towed the 2.9t caravan pictured briefly, and while we look forward to bringing you proper long haul towing tests, its performance with such a large van really highlights that the new model is even better than ever.
The LC300 performed well when towing a 2.9-ton trailer. (pictured GXL version)
Sitting at a constant speed of 110 km / h, I noticed that the hood flutters forward, which can be distracting for some drivers, especially in darker colors.
I can’t recall noticing this in the 200 Series, and it’s likely a by-product of moving to an aluminium construction and also considering pedestrian impact absorption.
Back on the positive side of the book, the new LC300's seats are some of the most comfortable in the business, visibility is pretty good, so I guess the only thing I haven't been able to test is the headlights. Watch this space.
Verdict
There really is nothing more to say. The new Land Cruiser 300 Series feels like the best all-rounder ever and is so well suited to a wide range of driving conditions in Australia.
It's impossible to rank best among the six trim levels on offer, given that they all tend to be aimed at a specific use case and buyer. May I repeat; check all the details before choosing the right model for you.
It's not cheap, but try to find something that will do just as well for any price.
