Toyota LandCruiser 300 Series 2021 Range Review

Priced at $89,990 plus on-road costs – or a tick under 100 grand at $99,458 drive-away – the 2021 Toyota LandCruiser GX is the cheapest ticket into the 300 Series.

It gets the same tailgate as other models (previously the GX got vertically split barn doors at the back), but it’s still easy to spot from the outside.

There are no roof rails, no side steps, a snorkel is standard (it runs down the passenger side this time around) and it’s the only Cruiser to get steel wheels.

There’s also no carpet inside, just vinyl floors and the trim has a built-to-a-price greyness that Toyota does so well.

It’s the LandCruiser you won’t be afraid to get dirty before hitting it with a hose and some rags.

There are also no vanity mirrors and only a single USB plug to engage the Apple CarPlay and Android Auto that are a rare techno treat in the back-to-basics GX.

That said, there are more 12V power outlets as well as a 220V power point in the boot.

At least the silver highlights around the dash and steering wheel raise the ambience and partly help justify the near-$100K drive-away price, while the front seats have excellent support and comfort that suggest big distances won’t be an issue.

There’s also a full complement of grab handles to get in and out easier as well as dual-zone climate control.

Riding on 17-inch wheels that are skinnier than those on the rest of the range will no doubt compromise its cornering prowess, although our experience was limited to the rough stuff. That is, after all, what the GX is designed for. The Dunlop Grandtrek tyres measure 245/75R17 versus 265/65R18 on most others.

The lack of side steps means less chance of a scrape or scar, although the GX also gets fewer electronic aids than its brethren.

It misses out on the MTS – Multi-Terrain Select – that is standard across the rest of the range. That’s no biggie: MTS basically tweaks the traction control to different conditions and in the GX it still does a pretty darn good job of sniffing out traction.

The GX also gets a five-seat layout, something that reinforces its work ethic.

The advantage of not having seats in the back means a bigger boot; there’s a full 1131 litres of luggage space, which is 126L more than the GXL with its seats folded into the floor.

A quartet of metal tie-down points in the floor help with keeping the load secured.

And the GX still gets the refinement, grunt and excellent off-road ability of other LandCruisers, all of which come with a new 3.3-litre V6 twin-turbo diesel engine (227kW/700Nm) paired with a 10-speed automatic transmission.

Refinement, too, is way ahead of its basic interior.

There’s still a very clear built-to-a-price feel with the 2021 Toyota LandCruiser GXL, notwithstanding the fact that the ticket to entry costs $101,790 plus ORCs (or $112,446 drive-away).

It shares its cloth trim and mouse-fur-like roof lining with the GX but gets an extra two seats in the rear.

Carpet is a relative luxury and there are air vents in the roof to better flow air to the third row.

There’s also more gear, including roof rails, alloy wheels, rear tinted windows, a wireless phone charger and mirrors on the top side of the sun visors.

Driver assist safety systems include blind spot warning and rear cross traffic alert.

Like the GX, the GXL misses out on a CD player, but we see that as a positive. It’s a chunky unit on all other models that takes away the handy storage binnacle below the centre touch-screen. We’re happy to stream our music and have the extra space.

Other than fresh air and USB outlets, those in the rear don’t get much to tinker with.

There are no seatback pockets and no centre arm rest. At least the seats are plush and headroom and legroom plentiful. It’s the sort of car that will keep people as fresh as possible on long journeys.

The GXL is the closest thing to the family workhorse in the LandCruiser line-up. But it also shows up where some things have taken a step backwards.

Remember the cool double sun visors in the 200 Series that allowed you to face one forward and one to the side? They’re gone, so if you’re heading into the sun you’re having to chase it to stay shaded.

The split tailgate has also disappeared, so there’s less functionality with a fully loaded boot.

Plus the volume buttons are inferior to the dial that existed previously. And the touch-screen is a decent lean out of your seat, too.

One bonus is the MTS system that can now run in high range, allowing the traction control to be tailored to sand, for example, without having to engage low range.

For treks like the Simpson Desert and Canning Stock Route, that’s a win.

Parked next to the new LC300 ZX or GR Sport flagship models, the 2021 Toyota LandCruiser VX – which was the top seller in the line-up in the twilight of the 200 Series – looks a tad plain, although it does get lashings more silver in the grille.

Priced from $113,990 plus ORCs ($125,500 drive-away), the VX does, however, have enough luxury inside the cabin to remind you you’re a step above the garden-variety GX and GXL.

Wood trim actually vaguely looks and feels like wood and the larger 12.3-inch touch-screen (replacing the 9.0-inch unit in GX and GXL) sits proudly atop the dash.

That upmarket thinking flows through to the rear, too, where a central arm rest in the middle row also sets the foundation for a 40/20/40-split folding seat system that makes loading things easier.

The VX is the first in the LC300 line-up that feels like you’re buying luxury, the plush carpet floor mats being a nice touch. Those in the rear can also choose their own A/C temp.

It also gets a better 10-speaker sound system with serious punch.

Embedded satellite navigation is the start of a long list of additional features, although we reckon most people will probably lean on smartphone apps for better mapping options.

Off-road, the performance of the VX is identical to the GXL. Same drivetrain, 18-inch tyres and centre locking differential.

That locking diff isn’t needed in most situations. We largely left it to the nicely calibrated electronics to control wheel spin (in effect sending drive to the wheels with traction) and it did it all very easily.

We engaged the diff lock up a particularly steep and craggy section and it did make it slightly easier, but the electronics were still playing the bigger role.

Speaking of off-road, the new V6 diesel is a gem when running in 4L. The near-instant spooling up of the two turbos makes for easier throttle modulation. Or you can leave that to the vehicle with the Crawl function that acts like low-speed cruise control.

Our time in the VX had us thinking it’s the sweet spot of the LandCruiser range for those not prepared to step up to the GR Sport.

It’s not eye-popping expensive like the GR Sport and Sahara ZX (just plain old expensive), but you at least feel like you’re driving something special.

The four-camera system is also a plus, not only helping around town but also providing a virtual view of what’s going on under the car.

It was once the pinnacle of the LandCruiser line-up but in 300 Series guise the Sahara is outdone by two others.

Not that it’s somehow moved downmarket, with a sticker price of $131,190 plus ORCs ($143,904 drive-away); the 2021 Toyota LandCruiser Sahara still feels special, particularly inside.

The rear TV screens add to the sense of occasion, as does the 14-speaker JBL sound system with extra tweeters mounted in the windscreen A-pillars – although our brief experience suggests the sound quality is not as dramatic a step up from VX as it is from GXL to VX.

The centre console also doubles as a mini fridge.

Plus you won’t have to raise a sweat opening the tailgate or folding the third-row seats: it’s all done electronically.

Like the VX, there are side cameras and a forward-facing camera that are handy for spotting obstacles in off-road situations. It can also stitch together a virtual image of what’s happening directly under the vehicle, making it easy to more precisely place the front wheels.

Whereas previously the Sahara got KDSS suspension – denoting Kinetic Dynamic Suspension System, which is effectively active stabiliser bars to allow for good wheel articulation but better high-speed body control – it now misses out.

So pitching into a corner on a country road or swerving leads to a decent amount of body roll.

And like all 300s, there’s a deadness to the steering once you’ve settled into a bend. It’s all very predictable and nicely weighted but has a relatively slow ratio and lacks feel.

No qualms with the engine. The 3.3-litre twin-turbo V6 would destroy the old V8 in a drag race. And not just because it has more grunt (227kW/700Nm versus 200kW/650Nm).

The new 10-speed automatic has very closely spaced ratios that keeps the engine ticking above 3500rpm (peak power is produced at 4000rpm) if you’ve buried your right foot.

Meet the Toyota LandCruiser 300 Series you get when you don’t really want to go off-road. Or, at least, you don’t want to go too far.

Priced from $138,790 plus ORCs ($152,036 drive-away), the 2021 Toyota LandCruiser Sahara ZX is perfect for arriving in style at the latest glamping spot or rolling up to the chalet before throwing the skis on.

But it’s not the sort of thing most are likely to cake in mud.

Okay, so Toyota will tell you it’s got all the off-road hardware of the others, including a dual-range transfer case and that towering 235mm ground clearance. All of which is true.

But the ZX gets 20-inch wheels with lower-profile rubber (still 265mm wide, but with a 55-series profile). We haven’t tested them off-road – the Zahara ZX was the only model not taking part in the off-road course at the national launch – but we’re prepared to wager they’re more likely to sustain damage when you’re getting serious.

And the lower front bumper also reduces the approach angle to 24 degrees, well down on the 32 degrees of other models.

Even the side steps are bulkier and look ready for added scuffs if you get too adventurous.

Basically it’s got more bling and less down-’n’-dirty in its nature.

Yes, it’s very capable and way above most other 4x4 off-roaders, but it’s not quite at the level of other LC300s.

On-road, though, it’s a different story. Those 20-inch tyres give a fraction more steering accuracy, although we’re talking degrees. There’s still that cornering muddiness that is a reminder of 2.6 tonnes fighting against physics.

The ZX also gets a Torsen limited-slip rear differential. Again, it’s about on-road dynamics, although during our brief country cruise the benefits seemed limited.

The new 2021 Toyota LandCruiser GR Sport brings some of Toyota’s GR – for Gazoo Racing – thinking to the LandCruiser family.

Rather than on-road performance, the GR Sport is focused on stepping up the off-road talents.

It also stands out visually, with loads of black highlights in lieu of chrome. And the ‘TOYOTA’ wording spelled out across the grille is reminiscent of the Toyota FJ Cruiser – and a refreshing change from the stylised T on all other LC300s.

There’s also more hardware, helping further justify a price that opens at $137,790 plus ORCs – or $150,965 drive-away.

Dunlop all-terrain tyres look similarly road-focused to those on other LandCruisers. However they have ‘all-terrain’ planted on the sidewall of the tyre, whereas the others merely have “AT”.

Read Sam Charlwood's Toyota LandCruiser GR Sport 2021 Review

That said, it’s the additional diff locks that make the GR Sport that much more capable. Building on the standard centre diff lock of all others, the GR Sport gets front and rear diff locks. Engage them all and every wheel will travel at the same speed.

For 99 per cent of off-road situations it won’t make much difference, other than making slow speed cornering tougher.

But for gnarly hill climbing or really soft mud there’s an advantage in not having to wait for wheelspin (as traction control does) to engage maximum traction.

We tried it up a loose gravel hill with deep moguls that had wheels hanging in the air. While the GR Sport did it just on traction control, it did it far easier with all those diffs locked.

So, yes, off-road performance is improved. While the e-KDSS suspension – an electrically controlled evolution of the original Kinetic Dynamic Suspension System – does a better job in allowing the wheels to droop or compress into holes, there’s arguably a bigger benefit on road.

The active stabiliser bars make for less leaning at high speeds, particularly during quick directional changes.

It makes the GR Sport the pick of the LC300 family, albeit at a hefty price.

We can even live with the lack of a third row of seats. It means the floor is a bit lower, allowing for more luggage for those big adventures.

And getting out and about is what the GR is all about.

Gripes? Given its positioning as the off-road hero within the ‘king off the road’ LandCruiser family, you could argue the side steps that are so easily scuffed in tough terrain should be replaced with rock rails similar to those employed on the Ford Ranger Raptor or Toyota Hilux Rugged X.

No doubt the aftermarket will come to the rescue there, but we’d love to see Toyota taking the lead with something from the factory.

For a deeper dive into the Toyota LandCruiser 300 Series, see our comprehensive first drive review and video of the new GR Sport, as well as our prototype review prior to launch.

And see the links below for everything else you need to know about the LC300.

How much does the 2021 Toyota LandCruiser cost?
Price: From $89,990 to $138,790 (plus on-road costs)
Available: Now (for delivery in 2022)
Engine: 3.3-litre V6 twin-turbo diesel
Output: 227kW/700Nm
Transmission: 10-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: 235g/km (ADR Combined)
Safety rating: Not tested