We like
As easy to drive on road and it is off; oodles of torque from low in the rev range; staggeringly capable off-road technology; luxury touches, tech and roomy cabin

Room for improvement
Off-road tech offered only in GR Sport trim; needs more aggressive tyres; wind noise at highway speeds; more infotainment screen customisation would be appreciated

Overview

 

AS A one-time LandCruiser owner, I want to get something off my chest right from the get-go: Toyota needs to offer the four-wheel drive tech found only in the second-from-top-shelf GR Sport in lower grade, more off-road suitable models like the GX or GXL.

 

Why? Because taking a luxxed-up $154,909 ‘Cruiser into ‘proper’ 4WD territory just feels wrong. The plush carpets, the body kit, the sexy leather seats… it seems a shame to muddy it up.

 

But… muddy it up we did; and more on that in a second.

 

Before we get into the nitty gritty of the performance of the Toyota 300 Series LandCruiser GR Sport both on- and off-road, let’s look at the ‘300’, and how the GR Sport variant fits within the line-up.

 

The 300 range spans $92,681 through $141,481 plus on-road costs, with the higher figure representing the flagship Sahara ZX. The GR Sport sits one peg down at $140,481 +ORCs. On-road, that amount jumps to almost $155K with metallic paint selected.

 

Toyota attributes the higher retail pricing to the fact the LandCruiser sits on an all-new TNGA platform, and sports all-new engines. Fair enough, we guess. Power comes from a twin-turbocharged 3.3-litre V6 diesel developing 227kW at 4000rpm and 700Nm 1600-2600rpm driving all four wheels continuously via a 10-speed automatic transmission.

 

Beyond the donk, the LandCruiser’s four-wheel drive technology is perhaps its raison d'être; well, that and the fact it can tow an absolute shed load with relative ease.

 

Described as the “most capable LandCruiser ever” all versions of the 300 Series come standard with Toyota’s AWD Integrated Management system which combines steering assist, brake and throttle control, transmission shift and drive torque distribution together for “precise handling and stability”.

 

The GR Sport ups that effort with Multi Terrain Select off-road modes, front, centre and rear differential locks and electronic sway bar disconnect, or Electronic Kinetic Dynamic Suspension System (E-KDSS) in Toyota’s parlance.

 

The front suspension is a double wishbone arrangement with coils and variable dampers while the rear utilises a live axle and coils, again with variable dampers.

 

Those features join all important off-road geometry figures of 235mm ground clearance, 700mm wading depth, 32 degrees approach angle, 21 degrees break-over and 25 degrees departure – and an ultra-low 42.6:1 crawl ratio.

 

To characterise the GR Sport from its brethren, we find a black mesh grille with TOYOTA block capital badging as well as black 18-inch alloys, wheel arch trims, front bumper, side steps, door handles, wing mirror caps and window lines. Yep, it’s a looker.

 

The LandCruiser GR Sport competes with rivals including the forthcoming Nissan Patrol Warrior (TBA) and Land Rover Defender 130 D300 X-Dynamic SE ($135,700) – or if you’re not heading too far off-road, then perhaps the Jeep Grand Cherokee L Overland ($103,250) Lexus LX500d ($153,091).

 

Toyota backs the 300 Series LandCruiser with a five-year / unlimited-kilometre warranty, with a further two-year conditional warranty on the engine and driveline.

 

Service intervals are set at a short (by industry standards) six months or 10,000km, whichever comes first, with capped-price servicing seeing each visit to the service department pinned at $400.

 

Driving Impressions

 

Arguably, the Toyota LandCruiser holds more cache with Australian buyers than it does with those from anywhere else in the world. It is a vehicle that is not only well suited to work and play in tough environs, but one that is renowned for its dependability above any rival you care to shake a stick at.

 

It’s part of why there is such a long waiting list for the 300 Series, and why owners covet their vehicles, often racking up enormous mileage before trading up to the next generation ‘Cruiser, all without losing too much retained value. A winning formula, you might say…

 

And while the price of membership to the ‘Cruiser Club might be something of a sore point for first-time buyers, it is one that is arguably justified. Where else will you find a strong, efficient diesel engine paired with the off-road smarts listed above in a package that can cruise confidently over any terrain, all while keeping its occupants comfortable and secure. The short answer is nowhere.

 

Yes folks, when you really get down to it, the 300 Series Cruiser is effectively unmatched in what it can offer the consumer.

 

We racked up some decent kays in our time with the LandCruiser GR Sport, cruising on the open road, drudging through urban traffic, and puddling around some of our favourite off-road haunts. To the initiated, it probably goes without saying that the vehicle took it all in stride.

 

The ride comfort, which is selectable in the GR Sport, is as good as it gets. The vehicle handles pockmarked asphalt and lumpy unsealed roads with the same level of composure as an iron-flat stretch of interstate. Better yet, it does so while delivering unshakable communication through the tiller, quickly transmitting any loss of composure to the driver for corrective action.

 

Which it must be said takes a lot to provoke. It might sound ridiculous to say the 2630kg shrinks around you, but from a road-holding standpoint it truly does.

 

There is so much security in the four-wheel drive system and suspension arrangement that you’ll swear you’re in a Prado-sized vehicle when tackling even the most rugged of tracks. The “tank like” off-road turn assist system shrinks the turning circle below the 11.8m figure listed and is a neat party trick when you’re trying to out-manoeuvre a fellow four-wheel-driver in his Suzuki Jimny.

 

It really isn’t until you’re feeling your way through technical off-road sections – or parking at the local shops – that the 300’s proportions are boldly conspicuous.

 

In crawling and climbing scenarios the LandCruiser GR Sport barely flinches. There’s a ‘right’ mode for just about any challenge, and if all else fails, just decouple the sway bars, lock the diffs, and walk your way out. In fact, the only real issue we found off-road was related to the road-biased rubber fitted to the GR Sport as standard – nothing a set of BFGs, Coopers or Falken Wildpeaks wouldn’t remedy.

 

That intelligent traction system is backed by an abundance of low-end torque and a broad ratio spread that ensures you’re never left wanting. We pushed the LandCruiser to the very edge of its climb angle and felt there was still plenty in reserve – in the words of a seasoned off-roading mate (and Jeep Wrangler tragic) who tagged along for the trip, “the driveline in this thing is a 15 out of 10”.

 

Point the nose back at the bitumen and the GR Sport straightens its tie and gets back to the business of cruising – with an unrivalled level of civility. OK, the boxy body does generate a little in the way of wind noise, but in every other aspect this car is well refined. The steering is fluid, the braking progressive, the tyre noise hushed, and the ergonomics bang on. Long distance touring is nothing short of pleasurable.

 

Whether seated in the front, or in the second row (the GR Sport variant is a dedicated five-seat proposition) there is plenty of room to get comfortable. The leather-clad seating – which is heated and ventilated up front – is supportive, but still broad enough for larger frames, with the driver’s pew providing eight-way adjustment to get that Goldilocks level of feel behind the ‘wheel.

 

Beyond that, the driver assistance technology is actually conducive to enjoying your time in the car – and I say that as someone who usually opts for the DIY alternative in almost any situation. The adaptive cruise control is perfectly metered to Australian conditions, and obviously engineered from the get-go for right-hand drive markets. The lane keeping and assistance systems also provided security without being overbearing, and functioned just as well at night as they did during the day.

 

Speaking of, the auto-levelling bi-LED lights on the LandCruiser GR Sport are just the ticket for dark country roads, with good reach and spread in on- and off-road environs. As a HiLux owner, I wish this technology was offered elsewhere in Toyota’s off-road stable as it adds to the arsenal of “all condition” tools you need to drive anywhere you need to go.

 

It would also be nice to see that sweet bent-six oiler offered elsewhere. It’s as efficient as it is gutsy, and on test returned an average of 9.3 litres per 100km – which is about the same as the 2.8-litre turbo-diesel in my HiLux Rogue. Based on that number, and with 110 litres of capacity at your disposal, the LandCruiser GR Sport offers a theoretical range of 1180km between fills – an impressive number no matter how you choose to look at it.

 

If I did have one final, small niggle to contribute to this review, it’s that I’d really like Toyota to take a long hard look at its rivals when it comes to the layout and customisation of the infotainment system. While there’s no questioning the features or quality of the offering, I feel the clumsy menu system and lack of personalisation is out of step with some of the LC300’s rivals, so much so that I’d use Apple CarPlay almost exclusively to avoid my interaction with it.

 

Otherwise, the LandCrusier 300 Series GR Sport is an out and out winner. The latest in a long line of trusted and valued off-roaders is well and truly justified in wearing the time-honoured nameplate and ticks all the boxes a proper LandCruiser owner could hope to tick. If the four-wheel drive tech offered in the GR Sport was available elsewhere, I’d say Toyota had a nailed the brief entirely.

 

Toyota just mustn’t lose sight of its customers with shallower pockets.

 

100 Sound Words – with Richard Eycken

 

Our resident audiophile lends an ear to the LC300 GR Sport’s 14-speaker audio system

 

The JBL system offers excellent sound staging, great projection, and a very good level of immersion overall. But while the mid-level bass is quite full, there is a lack of low frequency bass that lets the system down.

 

The sound field is a little hollow at lower volume settings, though I appreciate the clarity of the vocals and consistency of treble throughout our test playlist. This is a system that handles a wide scope of genres well and offers an interface that is straightforward for use in a car environment.

 

I also appreciate having a CD-player. 7.5 out of 10.

 

Image credit: Tarzan at Roar Photography.