Toyota LandCruiser GR Sport 2026 Review

Of the six non-hybrid ’Cruiser variants, the 2026 Toyota LandCruiser GR Sport shares top billing with the more luxury-focused Sahara ZX. And at $147,160 (all prices are before on-road costs), it isn’t pocket money.

However, one glance at the VFACTS sales figures proves the cost of entry isn’t prohibiting its popularity. And if you don’t need all the bells and whistles, the GX kicks things off at $99,340.

If the Performance Hybrid is of interest to you, then it’ll add $8900 to the sticker price of either the GR Sport or Sahara ZX. Yet, it does live up to its name with 341kW/650Nm from its electrified twin-turbo V6 petrol.

If grunt is what you’re after, then the Denza B8 serves up a big battery and largely drives its four wheels with electric motors for less cash, while the Y62 Nissan Patrol’s naturally aspirated V8 is soon to be replaced by a twin-turbo V6. The Land Rover Defender 130 steps up the luxe.

The LC300 is covered by Toyota’s five-year/unlimited-kilometre warranty, which is average rather than impressive in the current landscape. What might grate is the short six-month/10,000km servicing intervals, which are $450 a pop. That’s on top of the fact roadside assistance isn’t complimentary and starts at $99 per annum.

Which is a bit steep when you consider the GR Sport’s purchase price. Plus, having to frequently return to a dealership for maintenance could be a hassle for travellers – at least the network is comprehensive.

Not a lot has changed since the introduction of the current-generation LC300 in 2021. However, it did receive some tweaks in 2025 centred around Toyota Safety Sense active safety and interior tech.

The 2026 Toyota LandCruiser GR Sport remains the variant with the most off-road capability. Hence, it continues with front and rear locking differentials, e-KDSS electronic swaybar disconnect and unique styling that taps into the brand’s Dakar Rally success.

Puddle and tailgate lighting were added in the mild update, joining the 18-inch wheels, LED headlights and taillights, keyless entry with pushbutton start, as well as bespoke GR badging – just to remind everyone of what you’ve bought.

Inside there’s leather-accented upholstery, as well as powered front seats with eight-way adjustment, lumbar support, memory and heating/ventilation. Other extras include outboard seat heating for the second row, quad-zone climate control, a powered sunroof and a centre console with a cool box.

Of the seven paint colours, only two are no-cost options, while the remaining five hues cost $675.

While the rest of the current LC300 range carries a five-star ANCAP safety rating from 2022, the 2026 Toyota LandCruiser GR Sport is unrated due to its off-road-orientated specifications.

Still, it doesn’t miss out on active tech, with Autonomous Emergency Braking (AEB), adaptive cruise control, lane departure warning, lane-keep assist, blind-spot monitoring, rear cross traffic alert and traffic sign recognition – including speed zones.

Aiding parking are all-round sensors as well as a surround-view camera, which is handy given the dimensions. It all helps make the big ’Cruiser easier to navigate in tight CBD situations, while the general calibration of the safety systems is good, too.

There are 10 airbags, dual ISOFIX points and three top-tether anchorages for child seats.

New for the 2026 Toyota LandCruiser GR Sport is a 12.3-inch digital instrument cluster that replaces the old analogue dials flanking a small 7.0-inch screen.

Paired with the head-up display and 360-degree monitor with ‘see-through’ mode, the LC300 not only looks up to date, but it’s also genuinely useful on the open road – or off it. The instrument cluster comes with themes that tie into the selected driving mode.

It joins another 12.3-inch touchscreen that houses the infotainment system, which harnesses wireless Apple CarPlay and Android Auto, as well as connected and embedded satnav. A HDMI port replaces the now-defunct DVD/CD player.

Other niceties included in the ’Cruiser are a wireless charge pad, Bluetooth, DAB+ digital radio (with AM/FM tuner), voice activation, USB ports and a 14-speaker JBL sound system. The GR Sport also gains extended connected services via the smartphone app that now allows you to manipulate the climate control remotely.

The 300 Series ’Cruiser already caused controversy in 2021 by dropping both the 4.5-litre twin-turbo and 5.7-litre naturally aspirated V8s for the boosted V6. And just when punters wrapped their heads around that, the petrol-electric hybrid joined the mix.

Yet, we’re focusing on the 3.3-litre V6 twin-turbo diesel under the bonnet of our 2026 Toyota LandCruiser GR Sport. And with 227kW at 4000rpm and 700Nm between 1600-2600rpm, it’s got plenty of muscle to cope with its 2.6-tonne mass.

It’s tied to a 10-speed torque-converter automatic, sending the F33A-FTV’s grunt to a permanent four-wheel-drive system with a low-range transfer case. The GR Sport gains three lockable differentials.

Helping motivate the ’Cruiser is 700Nm from just 1600rpm. Not only does it pull cleanly off the line, but it harnesses ample Newtons to effortlessly traverse inclines without the need for the auto to go hunting through its ratios.

Even the acoustics are both refined and somewhat satisfying – but maybe not enough to appease the ears of those who lament the loss of the bent eights.

Being 1990mm wide, 1955mm tall and 2630kg (kerb) in weight, the 2026 Toyota LandCruiser GR Sport is more efficient than you might expect.

Officially, Toyota claims an average consumption of 8.9L/100km. And with the 110L tank brimmed, the theoretical maximum range is 1236km if you factor in the brand’s 7.6L/100km highway claim.

We came close-ish to that figure, recording 10.1L/100km throughout our week with the LC300. Using it as a grocery-getter and highway hauler, that isn’t a bad effort.

For further context, after a few weeks on the Ningaloo Coast as a support car filming an episode of carsales’ Out There YouTube series, the crew saw similar numbers.

You can largely forget the nomenclature here. There’s nothing sporty about the TNGA-F ladder-frame architecture or the fact it’s a five-metre, 2.6-tonne SUV.

What the 2026 Toyota LandCruiser GR Sport does do well is cover vast amounts of ground comfortably. And as you’ll read in the next section, that’s regardless of the surface underneath the Dunlop Grandtrek AT30 all-terrain tyres.

Despite the chunkier tread pattern, tyre roar at highway speeds is impressively hushed, too, with the LC300’s sound deadening doing a great job of quelling NVH. The 265/65 R18 rubber even offers decent grip in various weather conditions. Braking power is strong, while the hydraulic power steering is slow and predictable.

While the GR Sport isn’t athletic, it certainly delivers as a land cruiser. The Adaptive Variable Suspension (AVS) soaks up lumps and bumps at any speed with aplomb, while the lusty amount of V8-esque torque makes navigating mountainous terrain a breeze.

Yes, the electronic Kinetic Dynamic Suspension (e-KDSS) assists by automatically locking and unlocking the stabiliser bars for stability, but the GR Sport still leans through corners, and the dampers can struggle to contain rebound movements. After taking a moment to settle, it remains relatively consistent and you can ramp up the stiffness via the drive modes.

Although, there’s no real need to venture out of the Eco, Comfort or Normal drive modes to Sport S or Sport S+ for general duties. And the steering wheel-mounted paddles for the gearbox are really only needed for engine braking on sharp declines. Ultimately, it’s a bit of a beast that likes a more relaxed approach rather than a GR-inspired hustle.

Considering the Dakar-inspired ethos, there isn’t much the 2026 Toyota LandCruiser GR Sport can’t do off-road. With triple locking diffs, low range and front/rear disconnecting stabiliser bars, it can go just about anywhere you’d want to go.

Combined with the on-road modes and a well-tuned traction-control system, the GR Sport has dedicated off-road modes, too. They include Auto, Dirt, Sand, Mud and Deep Snow, meaning a range of tech is at your disposal to get you through most obstacles. If not, there’s mechanical backup by way of the locking diffs, which can be engaged individually, and low-range four-wheel drive.

Helping keep all four wheels on solid ground is the e-KDSS system, which provides impressive articulation through rutted moguls. Even the hydraulically assisted power steering’s relaxed ratio adds confidence when crossing maintained dirt surfaces at speed.

In terms of the key markers, the GR Sport has 235mm of ground clearance and a wading depth of 700mm. As for the approach, departure and breakover angles, it offers 32, 25 and 21 degrees respectively. It’s also aided by the 360-degree bird’s-eye-view camera and multi-terrain monitor – the latter allowing you to virtually see through the vehicle to obstacles underneath.

The only slightly limiting factor is the all-terrain tyres. If you want to go deeper into the bush, a chunkier off-road pattern would be worthwhile – or opt for the cheaper Nissan Patrol Warrior.

The 2026 Toyota LandCruiser GR Sport weighs in with a 3500kg braked towing capacity, so it keeps most caravan and boat enthusiasts happy.

In terms of payload, the GR Sport has a 650kg rating, which is 100kg less than the likes of the Y62 Nissan Patrol. When maxing out the towing capacity, the payload reduces to 300kg, which is worth keeping in mind.

Being a five-seater, cargo capacity is huge at 1131 litres (VDA to the roof), or a maximum of 2052L with the 60/40-split folding rear seats stowed.

The turbo-diesel GR Sport has a Gross Vehicle Mass of 3280kg, a Gross Combined Mass of 6750kg and carries a full-size spare wheel underneath the body.

Inside the 2026 Toyota LandCruiser GR Sport, the ambience is a little more Lexus than it is big T.

But only just. While the cabin is premium, it doesn’t quite scream $150K. Although, if you’re against the shift to touchscreens, you’re in luck, because there are buttons aplenty for everything from audio, climate and driveline controls.

Still, the new instrument cluster brings an uptick in tech and is both useful and pleasing to look at. There’s plenty of storage with gloveboxes, large cup holders and bottle holders in the door cards. Outward vision is pretty clear for such a big vehicle, too.

Perceived build quality is solid, something you’ll appreciate if you venture off tarmac often, while there are enough soft-touch materials to raise the LC300’s vibe. However, if opulence is more down your street, the plusher cabin of the Sahara ZX might be a better fit than the added mechanical off-road hardware of the GR Sport.

Like the hybrid variants, the turbo-diesel GR Sport is a five-seat-only proposition. So, if you need three rows, you’d best look further down the model walk. Although, that does mean the cabin affords loads of space front to rear. Kids in the back won’t be complaining about a lack of room to stretch out when heading to the Outback.

Amenities are covered off well, too, with climate controls, USB ports for charging devices, map pockets, a central arm rest with cup holders and large bottle holders in the doors.

Like a lot of popular models, especially those from the big T, it doesn’t really matter whether it gains a stamp of approval. Loyalists will buy it regardless.

Luckily for the 2026 Toyota LandCruiser GR Sport, it’s pretty easy to recommend for those with deep enough pockets. The bigger question is diesel or hybrid. Check back in the future for a comparison, as without a direct back-to-back test, it’s hard to definitively say.

Either way, the GR Sport proves there’s still a lot of worth left in the trad turbo-diesel arrangement. It delivers on performance and economy to largely justify its popularity.

Diesel isn’t dead – yet.

2026 Toyota LandCruiser GR Sport at a glance:
Price: $147,160 (plus on-road costs)
Available: Now
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

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