Toyota LandCruiser Sahara 2021 Review

The new 2021 Toyota LandCruiser 300 Series was always going to cause a sensation. After all, among Australia’s off-road faithful this is an iconic nameplate with a storied history.

Rumours of its existence were rife for years before we received official confirmation, but now the 200 Series successor is here, with Toyota’s apex up-spec off-roader promising a new era in capability, comfort, technology – and pricing.

It’s clear Toyota has spared no effort in honing the breed, from its new ladder-frame chassis and suspension to a new driveline that sees the beloved V8 make way for a smaller V6.

The overhauled cabin is bristling with new tech, too.

Toyota has taken the platform’s core reputation for rugged ability and wrapped it in a fresh layer of sophistication, but the progression poses some questions.

Does all the added refinement place the LandCruiser at odds with its utilitarian origins? And, in doing so, has Toyota messed with a proven and already much-loved recipe?

There is one theatre where these concerns rise to the fore: the Aussie bush.

We we’ve found in several reviews, the Toyota LandCruiser 300 Series has already impressed with its on-road performance and its towing potential.

Now let’s see how this feature-packed 4x4 fares in what many would argue is its natural habitat…

Never a budget offering, pricing for the new-generation 2021 Toyota LandCruiser has increased across the board.

The entry-level GX is now nearly $10,000 dearer, at $89,990 plus on-road costs, while the Sahara reviewed here is $131,190 plus ORC – an increase of around $6900.

Previously the flagship, the Sahara now sits behind the GR Sport (from $137,790) and Sahara ZX (from $138,790) on the model-grade podium.

The most off-road-ready variant, the GR Sport has front and rear differential locks as well as the range-standard centre diff lock, plus adaptive suspension damping and a new electronic version of Toyota’s Kinetic Dynamic Suspension System (e-KDSS).

This couples stabiliser bars front and rear for better high-speed stability on sealed roads, while decoupling them for better axle articulation when off-road. The old Sahara had a hydraulic KDSS set-up, but no longer…

The luxury-liner Sahara ZX has a different front bumper that reduces its approach angle from 32 degrees to 24. And between the GX and the Sahara lie a couple of familiar badges: the GXL and VX.

The GX, Sahara ZX and GR Sport are all five-seaters, while the GXL, VX and Sahara are seven-seaters. There’s no longer an eight-seater option.

You can find a full pricing and specifications story here, but rest assured our Sahara is not left wanting for updates and features.

Fresh exterior styling, with a bold and broad horizontal grille and slimline headlights, is matched to a new cabin interior with a fresh layout that groups functions together for easy, logical access.

Notable inclusions in the Sahara over the VX span a power tailgate and power-folding third-row seating, leather-accented upholstery, a heated steering wheel, a chilled centre console bin, chrome mirror caps and door handles, scrolling indicators, a 14-speaker JBL sound system, a head-up display, and twin entertainment screens in the second row, among others.

That’s on top of the new 12.3-inch multimedia display (with Apple CarPlay and Android Auto), a 7.0-inch multifunction instrument display, integrated sat-nav, digital radio, wireless smartphone charger, a host of charging ports (USB-C, USB-A, 12-volt, 220-volt) and four-zone climate control, plus full LED lighting, a sunroof and eight-way power driver’s seat adjustment.

Both the front seats and the outboard second-row seats have heating and ventilation.

Notably, while the pricing has increased, the service schedule has not. Intervals are still capped at every 10,000km or six months, whichever comes first, while the capped-price service scheme sees costs for each of the first 10 services (spanning the first five years) increase to $375.

But the capped-price scheme has increased in duration, from three years/60,000km, to five years/100,000km.

Factory warranty is five years/unlimited kilometres.

The 2021 Toyota LandCruiser 300 Series is yet to be assessed by ANCAP but the full line-up comes standard with 10 airbags and a host of driver assist safety systems.

Toyota Safety Sense, which packages many of the latest safety features, is standard across the range, while the GR Sport and Sahara ZX also receive an adaptive high beam system.

This Sahara also has dynamic lane keeping, blind spot monitoring, rear cross traffic alert, trailer sway control and a trailer wiring harness connection, along with front and rear parking sensors and a phalanx of cameras.

And the entire range receives a complimentary three-year subscription to Toyota Connected Services, featuring stolen vehicle tracking, automatic collision notification and SOS emergency call capability.

Under the bonnet of the 2021 Toyota LandCruiser 300 lies a new 3.3-litre twin-turbo diesel V6 mated to a new 10-speed automatic transmission – the sole drivetrain available.

Producing 227kW at 4000rpm and 700Nm from 1600 to 2600rpm, it takes over from the old 4.5-litre twin-turbo diesel V8 with six-speed auto.

Representing a hike of 27kW and 50Nm over the V8, Toyota says it’s also more efficient, with the newcomer attracting an ADR combined-cycle figure of 8.9L/100km (previously 9.5L/100km).

That urge is hooked up to a full-time four-wheel drive system with dual-range transfer case.

This Sahara offers three standard drive modes – Eco, Normal and Sport – plus Dirt, Sand, Mud, Rock, Snow and Auto modes courtesy of Toyota’s Multi-Terrain Select system.

Add hill descent control and a crawl function to its centre locking diff and the Sahara is well equipped to tackle a wide range of driving scenarios.

A 700mm wading depth continues, as do approach, ramp-over and departure angles of 32 degrees, 21 degrees and 25 degrees respectively.

Underpinning the 2021 Toyota LandCruiser 300 Series is a new TNGA body-on-frame chassis that’s said to offer 20 per cent more structural rigidity and a lower centre of gravity for improved vehicle dynamics.

The platform rides on double-wishbone independent front suspension and a four-link rigid axle at the rear, the strengthened set-up featuring reoriented, more upright rear shocks plus longer rebound strokes all round.

This Sahara misses out on the adaptive variable suspension of the two higher grades.

The 2850mm wheelbase is unchanged but the front and rear tracks have increased for better stability, while ground clearance is up by 10mm, to 235mm.

Kerb mass for this Sahara is 2630kg – down 110kg by our reckoning – while GVM is 3280kg, GCM is 6750kg and payload is 650kg. The model measures 4980mm long, 1980mm wide and 1950mm high – little changed from those of its predecessor.

Toyota quotes a kerb-to-kerb turning circle of 11.8 metres.

The 3500kg towing limit continues while fuel capacity has shrunk from 138 litres to 110 litres – a measure offset by the platform’s fuel economy gains, according to Toyota.

Jump behind the wheel of the 2021 Toyota LandCruiser Sahara and the platform’s DNA is strongly evident.

It’s clearly a ’Cruiser, yet it’s also obvious the cabin has progressed. The cocoon-like cockpit wraps around you; I really like the thoughtful layout, the controls thematically clustered as they are.

And with all the leather-accented trim, piano black and wood-grain-look highlights, it feels almost too classy to subject to the Aussie bush, and especially so in our test vehicle’s beige interior scheme. The more practical alternative is black.

Comfort, however, is sublime. There are solid A- and B-pillar grab handles to aid ingress and, once you’re in, the driver’s seat offers a raft of adjustment, including lumbar support. There’s four-way electric steering wheel adjustment too, plus steering wheel heating.

I like the lid for the centre console bin – it can be opened toward the driver or the front passenger – and the wireless phone charging pad is also welcome, but I would appreciate some form of readily accessible tray to throw keys and a wallet in, rather than using the cup holders or centre bin.

Navigating the new multimedia and multifunction instrument displays is intuitive and the head-up display is another neat feature. I could go on about all the many driver assistance, comfort and convenience features, but let’s cut to the chase…

I was a big fan of the old V8. V8s have a visceral edge to them other formats just can’t replicate, but the new V6 in the 2021 Toyota LandCruiser is a lovely piece of engineering: capable, refined and responsive.

While the new cab’s noise suppression is excellent, the low rumble of the new oil-burner is still there in the background, rising to a guttural growl when you plant your foot.

And when you do, it reacts instantly – with barely a hint of vibration but with wonderful response and plenty of urge, sweeping the Sahara’s significant bulk before it like it’s surfing the face of a wave.

Fast starts and decisive highway overtakes pose no problem, while the new 10-speed auto shifts with speed and without hesitation.

And it just eats up the miles, registering a lazy 1400rpm at 100km/h in top gear.

Bottom line? I still love the old V8, but this new V6 is a stonking unit – both on and off the road…

The V6 in the new 2021 Toyota LandCruiser was a faithful ally during my own off-road exploration, conducted over two days in a sprawling state forest over a mix of climbs and technical terrain, plus faster dirt roads and fire trails.

There’s plenty of performance on tap and the auto shifts beautifully – and rapidly by general four-wheel drive standards.

But for tricky going, the feel and response at the pedal is a huge asset, delivering a fine level of control in slow low-range going.

Shifting between high and low range is quick and easy, as is engaging the centre diff lock.

Throughout it all, the Sahara just instils confidence. Serious off-roaders may look to the aftermarket for front and rear lockers, but in stock form this Sahara’s driveline is incredibly capable.

So too is its suspension. While it can’t fully hide its weight and bulk around town – there’s some body roll around bends, though nicely controlled – the revised set-up and new chassis delivers a plush but composed ride off-road, over both high-speed corrugations and for bigger hits in slower, tougher going.

The suspension never bottomed out, although we did deck the side steps on a few occasions (and copped some nasty pinstriping, which brought a tear to the eye).

Ground clearance is decent and improved, but for those pointing their costly asset off-road, accessories like lift kits, more aggressive rubber and more extensive protection will be high on the priority list, along with all the rest (bull bars, snorkel, etc).

As for underbody protection, it’s a bit of a mixed bag. It’s very neat and tidy under there and there are metal guards for the sump, transfer case and fuel tank, but I was bit surprised to find a plastic front skid plate (sturdy, though it is). Fortunately, we didn’t put it to the test!

No complaints about the Sahara’s off-road geometry, however, and especially that healthy 32-degree approach angle.

The steering is nicely weighted yet requires only a light touch at the wheel, and while it’s a big machine for negotiating tight confines the steering ratio is short, at 3.1 turns lock to lock, while its quoted 11.8-metre turning circle is in dual-cab ute territory.

Axle articulation is generous, as you’d hope; while the Sahara misses out on Toyota’s e-KDSS (electronic Kinetic Dynamic Suspension System) set-up, it still takes broken ground in its stride.

And the new chassis and suspension is simply superb on faster dirt roads – it’s a smooth, magic-carpet-like ride.

So mechanically the Sahara stacks up remarkably well, but then its sophisticated electronics add a further layer of confidence and reassurance.

The Multi-Terrain Select system is easy to use, not that we had any major traction issues over the course of this test. Similarly, the hill descent control and crawl functions are simple and effective, allowing you to tailor your set speed via a simple dial.

There is no tyre pressure monitoring system on the Sahara – what should be a standard feature at this price point, I would have thought – although the comprehensive 360-degree camera set-up is brilliant in tight going.

Fuel economy? The trip computer was hovering around 15.0L/100km across our test, which isn’t drastic by any measure for a big lump of metal spending a fair bit of time off-road.

That equates with a safe working range north of 650km from the (now smaller) 110-litre tank, although we’ll need further time on the road (and tracks) to achieve a really solid figure.

While its price tag means the 2021 Toyota LandCruiser Sahara will remain purely aspirational for many, for those who can afford the new 300 Series – and for those patient enough to endure currently painful waiting times – this is an incredibly capable and well-equipped package for off-road adventures.

We’ll stop just short of saying it’s a light-year progression from its predecessor, but that’s as much a reflection of just how capable the 200 Series was than any shortcoming of the 300 Series.

But the newcomer makes solid gains in so many respects – especially in terms of its technology and overall refinement – without sacrificing any of that famous ability.

The new Sahara won’t fail to impress, while the 300 Series in general is a worthy successor for this enduring family dynasty.

How much does the 2021 Toyota LandCruiser Sahara cost?
Price: $131,190 (plus on-road costs)
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