First Drive: 2022 Toyota LandCruiser 300 Series

The Toyota LC300 is one of the most highly anticipated new four-wheel drives of the year. Toyota has even gone so far as to say the LC300 is the best LandCruiser it has ever built. Considering the massive shoes to fill due to the overwhelming popularity of the 200 Series, that is a big call.

There was a lot of speculation leading up to the launch, as well as straight-up misinformation spread online in the months beforehand. Well, that ends now, as we know exactly what Australia will be receiving. Spoiler alert … it’s a ripper of a vehicle.

I was extremely fortunate to be among one of the few media outlets invited to the launch drive. Due to restrictions, sadly there was very limited time to evaluate all six variants of the LC300; so with no time to waste, we set off in an attempt to put the newest LandCruiser through its paces.

The test laid out before us would prove rather challenging, with the first leg of trip being a cruise on-road from Sydney down to the Toyota LandCruiser Club’s property, Willowglen, home of the infamous Willowglen 4x4 Challenge.

EDITOR'S NOTE: Dear readers, our scoring on this story is indicative of a first-impressions assessment of the LandCruiser 300 Series line-up as a whole. You can expect to see those numbers vary as we begin to explore each model in the range over the weeks ahead.

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That comprised more than two hours of city, highway, and rural-road driving, each way. I started in the GR Sport, because it would be rude not to. It’s a striking vehicle, with a wide stance and lovely red paint ─ I couldn’t put my hand up quicker when asked who would like to drive it first.

While I didn’t have the opportunity to drive each LC300 variant due to time constraints, I scored seat time in the GX, GXL, VX, Sahara and GR Sport, which provided a solid insight to the new LandCruiser. We look forward to putting the microscope over the entire line-up in coming months.

There were two different off-road loops on the day comprising of rocks, mud, ruts and water crossings – with the number of test vehicles with damaged side-steps highlighting how challenging the terrain was. There was also a towing component, where we hitched up a Kedron caravan weighing close to 3000kg and used the 300 Series to lug said ’van up hills, on rural and dirt roads.

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POWERTRAIN & PERFORMANCE

Many people will miss the twin-turbo V8 found in the 200 Series. It’s hard to beat the sound and low-down grunt of a V8, especially one with two turbochargers fitted to it. Fear not, the 3.3-litre twin-turbo V6 diesel motor now used exclusively across the LC300 Series range is a winner.

Praise must also be given to the 10-speed gearbox; it’s a solid operator that gets the most out of that V6. The auto doesn’t seem to hunt for gears in operation, and it offers a useable spread of ratios for both on- and-off-road conditions.

When towing that rather large Kedron caravan, you could certainly tell the ’van was there, but I was suitably impressed with how well the Cruiser coped with that load. It felt surefooted, at no stage sketchy, and with decent acceleration and braking performance.

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ON-ROAD RIDE & HANDLING

‘Firm, yet compliant’ was my tester’s note from the day, and this applied to all variants driven. The steering was nicely weighted, even in the lower-spec models with traditional hydraulic steering. Higher-end models receive a hybrid steering system, made up of both electronic and hydraulic components.

Braking performance was solid, with a progressive feel to the pedal. This was especially appreciated with the 3000kg caravan on the back. There was no wind noise to speak of, making the LC300 an easy vehicle to drive over long distances. The new twin-turbo V6 engine makes easy work of steep hills, sipping a meagre amount of diesel in the process.

At 100km/h, the LC300 sits at just 1400rpm, barely raising a sweat. The sound it produces is throaty and meaningful, and performance is stellar, especially in the mid-range when pushed. An impressive fuel consumption figure of around 9.4L/100km isn’t bad for a full-size off-road wagon driven enthusiastically by eager journos.

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OFF-ROAD

Clearance is the LC300’s biggest off-road limitation, but it’s something you could easily address with a suspension lift and larger tyres. Most vehicles on the press fleet had side-step damage, so some stronger rock sliders would be a good call for those wanting to play on rocks.

I was very impressed with the CRAWL function and traction-control performance of the LC300. While engine braking alone offers enough to control the vehicle off-road, engaging CRAWL mode and twisting the rotary dial to select input level sees the 300 Series walking down challenging obstacles at a snail’s pace.

If you want to go a bit faster, simply turn the dial clockwise until you feel comfortable. This is great technology for both those new to off-roading and experienced operators looking to push themselves and the vehicle.

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MTS (Multi Terrain Select) is a great inclusion available on GXL models and above, with the ability to select various terrain modes and dial in the traction control to suit the terrain ─ from rocks to sand. We found on this test that Loop Auto or Rock mode were the go-to settings, but we’re looking forward to playing with this more in the future.

Wheel travel, especially from the rear solid axle, was impressive. This was even better on models with automatically disconnecting front and rear sway bars such as the GR Sport. The GR Sport also features front and rear differential locks, and a centre diff lock. These engage quickly and easily, as does low range 4WD selection. Not that you’re going to need the lockers all that often, thanks to the advanced traction control calibration. Full points there.

The base-model GX is particularly enjoyable to drive, with vinyl flooring and a factory-fitted raised air intake ─ the induction noise through the air intake is music to the ears. It kept up with the rest of the range off-road, and there’s a significant saving to be had with the GX if you can deal with less technology and luxury – enough money to deck out the vehicle with off-road accessories and purchase a few full tanks of diesel. In saying that, it’s unlikely to be a big volume mover, with most people opting for the GXL or VX model and above.

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CABIN & ACCOMMODATION

With six different variants, there are way too many interior specs to discuss in detail. There is really something for everyone, though. From the stripped-back GX with cloth seats and vinyl flooring perfect for hard off-road work, to the cream interior of the Sahara (which I wasn’t a fan of), right up to the ultra-modern and sleek GR Sport (my pick of the bunch, interior-wise).

Comfort levels are excellent across the board, so it’s up to you to decide what you feel is best for your needs, style and budget. It’s a good thing that there are so many options – variety is the spice of life, as they say.

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PRACTICALITIES

Every LC300 is powered by a 3.3-litre twin-turbo V6 diesel motor, producing more power and torque than the 4.5-litre V8 found in the 200 Series. Output figures are 227kW at 4000rpm and 700Nm between 1600 to 2600rpm, compared to 200kW and 650Nm. The V6 is backed by a 10-speed auto, with no manual transmission available.

The LC300 wheelbase has been unchanged over the 200 Series, but the 300 Series is wider. It’s also lighter, thanks to the use of aluminium in the roof, doors, bonnet and tailgate panels.

Below is a breakdown of each 300 Series available, and what makes them unique in the range.

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GX

The GX is the base LandCruiser 300 model, offering a stripped-out interior and exterior. It boasts two fuel tanks (80L main and 30L sub tank) with a total capacity of 110 litres. Low-range reduction has been retained across the LC300 range, with all models using a full-time 4x4 system with a lockable centre differential.

The 17-inch wheels are standard on GX spec, as are LED headlights and a raised air intake. Fabric seats, vinyl flooring and rubber floor mats feature inside the GX. There are only five seats in GX spec, with a 60/40 split. Dual-zone automatic climate control with rear-facing ducts is a nice feature, as are six cup holders located throughout the interior.

A nine-inch multimedia touchscreen is standard in both GX and GXL trim. There are six speakers with a Bluetooth-compatible audio system that is also Apple CarPlay/Android Auto compatible.

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GXL

GXL spec adds 18-inch wheels and Multi-Terrain Select (MTS). There is no factory raised air intake fitted to the GXL, but you do get third-row seating, alloy side-steps and LED front fog lights.

Safety levels are up in GXL trim, with blind-spot monitoring, rear cross-traffic alert, third-row curtain airbags and third-row occupant detection. You also receive front and rear parking sensors, and back-guide monitoring.

VX

VX spec and above receive on-board sat-nav (with CD/DVD player), 10-speaker sound system and 12.3-inch multimedia touchscreen. For the first time ever, active cruise control featuring lane trace assist with steering wheel vibration is available on VX grades and above. There are also four cameras used in the multi-terrain monitor (MTM) that incorporates panoramic view.

18-inch wheels, Bi-LED headlights with auto-levelling, and headlamp washers are standard. Puddle lamps, chrome window mouldings and a premium grille set the VX apart.

Inside the VX you’ll find a synthetic material used on seating, with woodgrain-style trim. Four-zone automatic climate control is standard on VX spec, as is eight-way power adjustment for both the driver and passenger seat. There are eight cup holders, as well as a tilt-and-slide moon roof.

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SAHARA

The Sahara boasts a thumping 14-speaker JBL audio system, heated steering wheel and power-folding third-row seats. Seats feature leather accents, and the driver’s seat has three memory settings for ease of use if multiple drivers use the vehicle. A head-up display is also a stock inclusion in Sahara spec. Heated and ventilated second-row seats, steering wheel and a cooled centre console are nice touches, as is the powered rear hatch.

Externally, the only main difference is chrome-accented exterior door mirrors and door handles, as well as sequential turn signals.

SAHARA ZX

Standard on 20-inch wheels, with a chrome grille, new tail-lights and a redesigned tailgate, the Sahara ZX stands out. A neat touch is the choice of three interior trim colours: black, beige, or red and black. Carbon-style material has been used on the steering wheel, centre console and door trim, to provide a sporty look.

A Torsen rear limited slip differential is found solely in Sahara ZX spec, which enhances traction on- and off-road. There is also Adaptive Variable Suspension and five drive-mode selections to use when driving through various terrains.

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GR SPORT

Toyota has equipped the GR Sport with front and rear differential locks, disconnecting front and rear stabiliser bars, and its own Adaptive Variable Suspension system ─ this is a seriously capable vehicle. It is also the only model in the range to get locking differentials (all have a locking centre diff, though). Toyota has chosen 18-inch wheels for the GR Sport, riding on taller 265x65 R18 tyres which equate to 31.1 inches in diameter.

The exterior boasts aggressive design cues and a wider wheel track. Unique exterior features to the GR Sport include a black gloss mesh grille with a matte white Toyota logo. Front and rear bumpers are also unique to the GR Sport, as are the mudflaps and wheel-arch mouldings. The GR Sport is only available as a five-seater, with two-row curtain airbags.

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SUMMARY

The LC300 is an expensive vehicle, and it has been widely reported that getting your hands on one will take some time and patience – but it’ll be worth the wait. In the simplest of terms the LC300 is a four-wheel drive that does pretty much everything well: it’s capable off-road, a confident tow rig, has room for the entire family, and is a joy to pilot on-road. This is what you’d expect from a full-size wagon with a full-size price tag.

With so many models available in the range, there are options to suit most four-wheel drivers; from the stripped-out GX with vinyl flooring and cloth seats, to the sporty and stylish GR Sport with its enhanced off-road ability.

We’re looking forward to much more seat time in the LC300 platform, to see how it performs across the desert and on longer trips. First impressions, though: the LC300 is a worthy successor to the ever-popular 200 Series.

2022 TOYOTA LC300 PRICES

TOYOTA LC300 GR SPORT SPECS