Five things we love about the new Toyota LandCruiser

So we’ve finally driven the new Toyota LandCruiser 300 Series on public Aussie roads and you can read our verdict here.

Suffice to say there’s plenty to like about the first new LandCruiser in 14 years, not least its improved performance, efficiency, refinement, technology, safety and capability – both on road and off.

But there’s an equal number of attributes we’re not so keen on – and nor will you be.

It’s limousine quiet
The Toyota LandCruiser has long been a relatively quiet, comfortable and refined off-roader – and the new 300 Series steps that up further.

This is one seriously refined and serene 4WD, even in back-to-basics GX form. The way it isolates tyre and wind noise from the cabin makes long trips all the more relaxing.

If anything, when it comes to ride quality, the suspension has more initial firmness, but it’s still very much towards the plusher side of the equation. And the way it disposes off washouts or potholes reaffirms that focus on comfort.

The engine
Some may still be crying into their diesel over the demise of the 200 Series’ twin-turbo V8. But we’re pretty sure they’ll get over it once they bury their right foot and the 3.3-litre twin-turbo V6 gets up and running.

There’s oodles of torque and it comes on tap very early, thanks to the placement of the turbos within the vee of the engine, which reduces the distance the intake charge has to travel.

The slick new 10-speed auto helps, too. It keeps the engine singing in its higher-rpm sweet spot, providing plenty of torque when you need it. That makes it better for charging up a hill, better for overtaking and better off-road. And it still tows 3500kg with ease.

LandCruiser DNA runs deep
Toyota will tell you the new LandCruiser is almost all new, but there’s no shortage of 200 Series DNA here. At first glance the new 300 Series looks a lot like the model it replaces, but that familiarity is part of its appeal.

While the LC300 feels big and bulky around town, it shrinks into the Aussie bush beautifully. The wider and more remote the road, the more the new LandCruiser feels at home. And somehow there’s something comforting about its bulkiness when you’re out of town.

Effortless off-road
The 300 Series still has that LandCruiser ability to make tough terrain seem easy to cross. Additional ground clearance, better articulation and better approach and departure angles mean there’s less chance of snagging a bumper or scraping the belly.

And if it does there’s a good chance the steel protection will ensure the bits that matter keep doing their thing.

Quieter and smarter electronics also help out when needed, making the LandCruiser one heck of a capable off-roader.

New GR Sport
There’s lots to like with what is the most capable LandCruiser in the 300 Series line-up – starting with the look. Instead of lashings of chrome there are more black highlights that add to its sense of purpose.

And spelling out TOYOTA across the grille has some cool retro-ness to it. But it’s what’s going on beneath the skin that makes the GR Sport the pick of the range.

The e-KDSS suspension arguably brings more on-road benefits than off-road ones; we just wish it was available on more models. And the triple diff locks are the final piece of artillery in what is an awesome armoury of off-road hardware.

If only Toyota had fitted rock rails so the side steps don’t get scraped and squashed…

Occasionally wonky ergonomics
The Toyota LandCruiser’s bigness works against it when it comes to some key functions. It’s a reach to the bigger centre touch-screen, for example, so your back will be leaving the driver’s seat every time you want to perform basic controls.

That’s just one of the user-friendliness shortfalls that stop the 300 Series from being perfect. Another is touch-controlled audio volume. Toyota has fitted a brilliant rotary dial to select drive modes (which doubles as the Multi-Terrain Select dial for off-roading), but we’d wager many owners will adjust the volume a lot more than they flick between Normal and Sport modes.

Our final gripe is with the GR Sport; while engineers have done a great job of grouping buttons that logically belong together, somehow the front and rear diff lock switches are buried near your left knee while the centre diff-locker is housed with all the other 4x4 controls.

Things missing
There are a few things we miss in the new Toyota LandCruiser. One is the horizontally split tailgate, the smaller lower section of which could double as a neat table or seat when camping or stopped by the side of the road. It also made the main upper part of the tailgate shorter, lighter and less cumbersome. But now it’s one-piece.

Another thing we miss are the dual sun visors. The 200 Series had a smaller sun visor under the main one so that you could hang one to the side and leave one facing forward.

It was the perfect solution for roads that change direction as you head into the sun. Now it appears the beancounters have stepped in and owners will have to keep flipping the sun visor while chasing the sun.

Another thing we miss is a physical air recirculation button. On the VX, Sahara, Sahara ZX and GR Sport (each of which has the larger touch-screen) the recirc button – to stop stinky exhaust smoke or dust entering the cabin – is embedded in the screen.

Sure, part of the screen is devoted to ventilation controls, but we’d prefer a proper button. After all, the diff lock gets its own button and we reckon most people would use the recirc button more than engage the centre diff lock.

It’s still big and heavy
The LC300 has been on a diet and there are marked improvements in the way it steers and corners, at least compared with older LandCruisers.

The 300 Series is still a big, heavy vehicle. That’s most noticeable when manoeuvring around town or turning into a corner on a winding country road.

The steering is faithful, but there’s a deadness to it once it’s settled into a corner. And it requires a decent twist of the tiller to get the desired result. There’s nothing like the accuracy you’d get in a smaller Toyota Kluger or RAV4.

All but the GR Sport – which gets the e-KDSS suspension system – get some good leaning up in corners too. And despite the reduced weight and fuel consumption, lower fuel capacity reduces driving range.

Inconsistent cruise control
First things first: the Toyota LandCruiser’s cruise control is no longer controlled by a separate stalk but more logically via buttons integrated into the steering wheel. Woohoo!

Technology has made the cruise control system more complex (boffins would refer to it as “more advanced”), starting with an active function facilitated by forward facing radar. But even on its shortest setting it’ll start easing back pace very early as it approaches other vehicles (sometimes around 100m behind them).

So on roads such as the Hume Freeway it takes some forward planning and you’ll need to pull into the fast lane earlier. On country roads the cruise control also eases back once you start steering, so you can easily wash off 20km/h around a bend. And it’s not always great at maintaining the set speed on hilly terrain; an extra 10km/h occurs here or there.

It’s harder than ever to get one
The Toyota LandCruiser has never been so expensive. At close to $100K drive-away, some may be disappointed to learn the entry-level GX misses out on floor carpet, vanity mirrors and seatback pockets.

The GX is a basic bit of kit, albeit one with very impressive core engineering. And at more than $150K, the GR Sport and Sahara ZX are edging closer to Range Rover territory.

Pricing aside, there’s the issue of actually being able to drive one out of a dealership after putting down a substantial pile of money.

After the arrival of an initial batch of about 500 dealer demo and press vehicles, production for Australia is now on hold until at least November, so anyone who orders a new LandCruiser now will likely wait until the second half of 2022 for delivery.