Toyota LandCruiser 300 Series Prototype 2021 Review

The all-new 2021 Toyota LandCruiser 300 Series isn’t due in showrooms for a few months yet, but we’re giving you a sneak peek of what it’s like to drive right now.

Toyota invited carsales to its test facility at the Australian Automotive Research Centre (AARC) near Anglesea in Victoria last May to drive a prototype version of the new 300 Series.

Australia is a key test site for the 300 and other Toyota 4x4s because of its wide variety of challenging roads. Customer research began in 2014 and the first prototypes arrived in 2015.

Nervous local executives and engineers were confident we were the first outsiders worldwide to sample the sixth generation of the full-size 4x4 wagon.

It wasn’t a comprehensive drive – more of a taste test – and it wasn’t a vehicle that corresponded exactly with the new line-up being sold in Australia, having bits from several top-end models overseas.

We were able to test the new LC300 on bitumen and gravel, tow a 3000kg trailer and then try some slimy, steep off-road clambering. We also had the chance to back-to-back against a couple of 200 Series ’Cruiser Sahara models.

It was enough to leave us confident Toyota hasn’t shirked any effort when it comes to the 300 Series. While it sticks to the LandCruiser mantra, it’s also more attuned to current day requirements.

How so? Well, as has been widely reported already, this ’Cruiser drops back from a V8 to V6 turbo-diesel engine that’s more powerful, torquey and (mostly) more economical than its predecessor. By ‘mostly’ we mean its official urban fuel consumption rate is actually 0.1L/100km worse than the outgoing model. Toyota has promised us an explanation, but we’re still waiting.

A new Aisin-sourced 10-speed automatic transmission and lighter kerb weight – a cut of up to 235kg depending on the model – contributes to the reduced thirst and makes for livelier performance. A new ladder-frame chassis, revised suspension, steering and driver aids help behaviour on- and off-road.

But we’re getting a little ahead of ourselves here. Let’s just quickly work through a couple of key bits of the limited info Toyota has released on the 300 Series Australian range so far.

There are four familiar badges: GX, GXL, VX and Sahara. There are two new models: the off-road-focused GR Sport and on-road luxury Sahara ZX. Pricing has increased by as much as 11.3 per cent and only the GX now starts below $100,000. The two new models are just under $140K, and that’s before on-road costs are added.

Comfort feature staples include dual- or four-zone climate control, smartphone integration and one-touch power windows all-round. If you want to drill in to the increased equipment model-by-model, check out our story here.

Seating capacity is reduced. The range is split between five-seaters (GX, Sahara ZX and GR Sport) and seven-seaters (GXL, VX and Sahara), with no version offering eight seats as the previous GXL did.

Warranty and service cost details haven’t been shared as yet. It’s fair to suggest a five-year/unlimited-kilometre warranty as per general Toyota practice.

It’s too soon to be talking about ANCAP ratings for the 2021 Toyota LandCruiser 300 Series. More detail will no doubt be revealed as the vehicle reaches launch.

The latest Toyota Safety Sense package is standard across the range and includes autonomous emergency braking (AEB) as part of a pre-collision system that can detect pedestrians – during the day and at night – and cyclists in daylight hours only.

It also features all-speed active cruise control, auto high beam, lane keeping technology that steps up to lane trace assist with steering wheel vibration in VX and above.

All 300 Series models get AWD Integrated Management that Toyota says harmonises steering assist, brake and throttle control, shift pattern and drive torque distribution “for precise handling and stability”.

From VX upwards this becomes Vehicle Dynamics Integrated Management that links traction control, electronic stability control, electric steering and other systems to “improve performance, responsiveness to driver input and safety”.

All LC300s come with Toyota Connected Services including automatic collision notification, an SOS button and stolen vehicle tracking.

A reversing camera is now standard on GX, as is road sign assist and dusk-sensing LED headlights. From GXL there’s rear cross traffic alert and blind spot monitoring, and from VX the 300 adds rear parking support brake, a 360-degree camera and an off-road monitor.

Company execs say Australia has been more heavily integrated into the development of the 2021 Toyota LandCruiser 300 Series than any previous ’Cruiser.

Local sales popularity helps with that, but it’s also because Australia has 80 per cent of the world’s road conditions, only missing out on extreme cold and high altitude. It’s a great place to test 4x4s.

The customer research in 2014 established what they wanted out of a new LandCruiser: quality, durability and reliability (or QDR as Toyota calls it), diesel engine performance, towing capability, comfortable long-distance driving and a comprehensive range of accessories such as bull bars and winches.

Targets evolved from that included improved engine performance, more emphasis on towing, improved handling and steering with an emphasis on agility and nimbleness for city driving, and better durability.

Retaining the current dimensions was also a key goal. In fact, the Toyota LandCruiser 300 Series is the first ’Cruiser wagon to neither grow in size nor weight.

The LC300 rolls on a new TNGA-F high-strength steel ladder frame and has a steel body structure. The bolt-on skin parts are lighter aluminium apart from the rear three-quarters, which are high-contact areas; as steel is easier to repair, that’s what Toyota has stuck with.

The 300 is claimed to be stronger, have better weight distribution and a lower centre of gravity compared to its predecessor. All these things aid driving behaviour.

Pushing the sub-fuel tank forward of the rear axle aids distribution, while the aluminium roof panel and smaller engine are big aids for centre of gravity.

The LandCruiser 300 is powered by a new F33A-FTV 227kW/700Nm 24-valve DOHC (chain drive) 3.3-litre twin-turbo diesel engine. It replaces the bigger and heavier 1VD-FTV 200kW/650Nm 4.5-litre V8. At the same time, the auto ups from a six-speed unit to a new 10-speed transmission.

The steering swaps from hydraulic to electro-hydraulic assistance in higher-spec models – we’d say from VX upwards, but Toyota is still to confirm. Suspension is a new version of the same concepts: double wishbone up front, and four-link live axle at the rear.

Toyota says the LC300 has a ‘control’ rather than ‘comfort’ tune. No version offers height adjustment or air springs, but the two top models do get adaptive dampers.

The braking system continues to be disc all-round, but details are yet to be revealed. The 17-, 18- and 20-inch tyres reduce from 285mm width to 265mm, reflecting the reduced mass.

The 300 marks the first time the LandCruiser wagon will come supplied with more than one tyre brand, most likely Dunlop and Bridgestone. (The prototype was rolling on Dunlop Grandtrek 265/65R18 all-terrain rubber.) The fuel tank drops in size from 138 to 110 litres.

Emphasising the importance of towing for LandCruiser owners, all 300s are equipped with a trailer wiring harness. The 3500kg braked towing capacity is retained. Payloads improve, but specifics are yet to be confirmed.

The 4x4 system continues to be full-time with a low-range transfer case. But Toyota has put a lot of effort into improving related systems.

Much of that is reflected in the GR Sport, which includes front and rear differential locks in addition to the centre diff lock all models get. (The Sahara ZX also has a limited-slip rear diff.)

A claimed world-first e-KDSS (electronic Kinetic Dynamic Suspension System) replaces the old hydraulic KDSS, providing a flatter ride on-road and more wheel articulation off-road by independently locking and freeing the front and rear suspension stabiliser bars.

Toyota says the new system provides more articulation, capability, refinement and smoothness.

All models bar the GX get Multi-Terrain Select with Dirt, Sand, Mud, Deep Snow, Rock and new Auto modes. Extensively tested in Australia, it now works in high- as well as low-range and in some models adds suspension and steering adjustment to the brake control it applied in the 200 Series.

The somewhat painful-looking crawl system that locks the inside rear wheel to facilitate tighter turns has also been refined to improve smoothness. It needed it! Ground clearance has increased 10mm to 235mm.

For on-road work, the GR Sport and Sahara ZX also get five drive modes – Eco, Normal, Comfort, Sport, Sport+ and Custom – that adjust various behaviours including steering, throttle, transmission and suspension.

Under the bonnet it’s noticeably tight and there is no space for a second battery. The airbox is now on the passenger side so that’s where an accessory snorkel would go.

At the time of the test this hand-built prototype was the only Toyota LandCruiser 300 Series in the country. No pressure then!

Despite the similar dimensions to the old LandCruiser, there was something more imposing about the bluffer, more geometric shape of the new model. Maybe that big grille helped, even though it was partially hidden by an accessory bull bar and wads of tape.

There was also tape and padding covering various parts of the exterior including the bonnet. With edges peeling off and flapping about, it gave the prototype an appropriately worn look.

“It’s been through durability hell,” was how one Toyota exec put it.

Inside, the look was also disguised and a bit dog-eared. But the big 12.3-inch screen that will come in VX and above was obvious, sitting high on the dash.

In the rear seat it’s a typical ladder-frame set-up, requiring a step up into a spacious area with a commanding view out to the world. We spotted air-con roof vents for row two and three and big vents in the rear of the centre console for row two. There are also USB-C plugs back there.

We’ve since seen undisguised 300 Series interiors and it’s clear what a huge step up it is from the current model. No surprise considering the 200 launched in 2007!

Underneath this prototype model ran the triple diff locks and e-KDSS that comes standard in the GR Sport, so it was primed for off-roading. But before that, some running on the AARC speed bowl…

From outside, the engine sounds a bit rattly, but once settled into the driver’s seat it’s noticeably quieter and smoother than the 200 Series and definitely stronger.

From launch it surges away neatly and quickly, the long-stroke engine revving out to around 4100rpm. It climbed in speed strongly… well, strongly for something that weighs about 2500kg.

The new 10-speed transmission is surprisingly unobtrusive, not machine-gunning obviously through the gears (Ford Ranger-style) as the throttle inputs rise and fall. It will drop into 10th gear below 100km/h, which is handy for cruising. It then sits around 1600rpm with the torque converter locked earlier, clearly undercutting the 200’s engine speeds.

Stomp the throttle and the engine sends the LC300 into illegal speed territory without complaint or thrashiness. Quietly and comfortably maintaining 130km/h on the Northern Territory section of the Stuart Highway shouldn’t be a problem.

Trailer attached and the story was the same, only everything happened that bit slower. Testing only on the high-speed bowl meant no hills to assess grunt, but the transmission’s stability continued despite some obnoxious throttle treatment.

Transfer to the hilly, winding bitumen road (sans trailer, sadly) and the new LandCruiser showed off markedly better driving behaviour than the 200.

With the aid of e-KDSS, the 300 prototype cornered without sloppily rolling from one side to the other, nor pushing into front-wheel slides at moderate speeds. Instead, it tracked pretty straight and true and steered more lightly and directly than its predecessor.

There were several tight uphill corners to accelerate out of, and there were no noticeable holes in the torque range. It pulled earlier and stronger than the 200’s V8.

But the reminders are constant this is a big, high and heavy vehicle. For all the improvements, physics cannot be denied.

The package was less impressive on the Anglesea test centre’s chopped-up and slimy gravel roads. Porpoising of the front-end (which is obvious on our video) made it clear the adaptive damper wasn’t controlling the spring well enough. Toyota engineers thought it was being exacerbated by the extra weight of the bull bar and winch.

Also apparent – especially in the rear seat – was a joltingly over-firm ride.

Toyota Australia’s engineers acknowledged the issues, saying they would be finetuned before production.

And so to the off-road hill. Deceptively simple-looking, it soon proved rather difficult. On the wrong line without using potentially damaging (to the vehicle) speeds, the LC300 simply would not go up one particularly slimy section. Very few vehicles would.

Changing the line to something a little less challenging, and with its diffs locked and low-range engaged, the ’Cruiser was untroubled ambling to the top.

By now it had become obvious how much effort Toyota has put into improving the LandCruiser’s ergonomics. All the key driver controls for on- and off-road driving have been relocated on the centre stack within easy reach. Previously they were somewhat scattered about.

The comfortable new front seats also get the thumbs up. Big seats for a big car and a big country.

A taste test of a hand-built 2021 Toyota LandCruiser 300 Series prototype at the place it was developed isn’t going to deliver a definitive verdict on the worth of the new generation.

After all, if it doesn’t work here, where would it work?

That will have to wait until we get our hands on a production model and take it on some long on- and off-road tests and then hitch up a caravan to the back for a tow test.

But for now the signs are promising. Anyone with concerns about the swap from V8 to V6 power should try the new engine before jumping to conclusions. And there’s also little doubt how improved the driving experience is.

That said, there are issues with the ride quality that will need to be sorted before production vehicles roll into showrooms.

It was also impossible to judge aspects like interior material quality and fitment. And that pricing is also a huge hit these days.

But, underneath it all, there was plenty of evidence the essential LandCruiser calm and unconquerable character continues.

We’re already looking forward to another drive.

How much does the 2021 Toyota LandCruiser 300 Series cost?
Price: $89,990-$138,790 (plus on-road costs)
Available: Late 2021
Engine: 3.3-litre V6 turbo-diesel
Output: 227kW/700Nm
Transmission: 10-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: 235g/km (ADR Combined)
Safety rating: Not tested