- Doors and Seats
5 doors, 7 seats
- Engine
3.3DTT, 6 cyl.
- Engine Power
227kW, 700Nm
- Fuel
Diesel 8.9L/100KM
- Manufacturer
4XD
- Transmission
Auto
- Warranty
5 Yr, Unltd KMs
- Ancap Safety
5/5 star (2022)
2023 Toyota LandCruiser 300 Sahara review
Toyota's most iconic nameplate continues to have long waiting lists and diehard devotees. However, is Toyota's new LandCruiser the knockout blow everybody expected it to be?
- Very capable and comfortable off-road
- Combination of 10-speed automatic gearbox and diesel V6 feels adept
- Classic LandCruiser luxuries like rear-seat screens and cooled centre console
- It's expensive compared to Patrol and Defender
- Second row not as spacious as you'd think
- Lane-keep assistance system can be confronting
2023 Toyota LandCruiser 300 Series Sahara
As wait times continue to persist – no doubt to the great annoyance of all and sundry – the appeal of the LandCruiser 300 Series doesn't seem to fade. Toyota holds an enviable market position in Australia in terms of sales figures and general reputation, and the LandCruiser is undoubtedly the flagship of the brand. At least, in our local market.
Competition has come and gone, and many of the LandCruiser's foes have either disappeared completely or morphed into something else. This new generation changes quite a lot in comparison to the old 200 Series, but at the same time it feels remarkably familiar. Let's take a closer look.
How much does the Toyota LandCruiser 300 cost in Australia?
Landing at a significant $135,501 before on-road costs, the 300 Series Sahara is around $10,000 more than the old 200 Series Sahara. However, it's not the top-spec offering any more. There are some familiar models like GX, GXL and VX below this specification, but there are new top-spec additions of the urban-focussed Sahara ZX and off-road-focussed GR Sport above this model grade.
But this model still comes loaded with fruit, and is the most expensive seven-seat variant in the range. There is heating and ventilation for the front and rear outboard seats, as well as a power-folding function for the third row. There's also a head-up display, 14-speaker JBL-branded sound system, and heated steering wheel with power adjustment. This comes atop four-zone climate control, a larger 12.3-inch infotainment display, 360-degree camera system and 18-inch alloy wheels.
The same 3.3-litre twin-turbo diesel V6 engine is shared across the LandCruiser range, along with a 10-speed automatic gearbox and full-time four-wheel-drive system. The Sahara goes without the locking differentials of the GR Sport, as well as the limited-slip rear differential in the Sahara ZX. However, it does get the Multi-Terrain Select drive system (which only the base GX model misses out on.)
Key details | 2023 Toyota LandCruiser Sahara |
Price | $135,501 plus on-road costs |
Colour of test car | Graphite |
Options | Metallic paint – $675 |
Price as tested | $136,176 plus on-road costs |
Drive-away price | $145,855 (Sydney) |
Rivals | Nissan Patrol | Land Rover Defender |
How much space does the Toyota LandCruiser 300 have inside?
At the behest of the loyal customers, Toyota chose not to increase the footprint and overall size of the LandCruiser with this new-generation model. While interior space can be great, it can also compromise manoeuvrability and usability. This can be apparent on tight tracks in the bush, but also equally so in shopping centre carparks.
However, while the overall size is almost unchanged, the interior experience has certainly moved into next-generation territory. If there's one word to describe the interior design, it's chunky. The combination of buttons and dials, the gearshifter, and the design of that central stack infotainment and climate controls all subscribe to the chunky attitude.
The beige interior colour of our test car does help to lighten things up, but the floor mats did start to look a bit grubby after the 30,000km of life so far lived.
Heated and ventilated front seats are broad and comfortable, with a big cooled centre console in between. And while the overall experience is certainly big and (once again) chunky, there isn't particularly any major windfall in terms of additional storage solutions. There are two cupholders, a wireless charging pad, conventional glovebox and storage in the doors, but nothing beyond the norm.
However, you cannot deny the fact this is a comfortable place to spend bulk hours. We can attest to this after our 10-day Simpson Desert adventure in a GXL-specification 300 Series.
The second row gets heating and ventilation (for outboard seats) in the Sahara specification, as well as dual-zone climate controls, USB power outlets, a HDMI, and some extra features associated with the rear seat entertainment. These screens, generously sized at 11.6 inches, can use Miracast technology for wireless multimedia sharing. Although, we had some luck using the HDMI port (and a can inverter) to run a Nintendo Switch for kids in the back.
The second row of the LandCruiser 300 Series probably isn't as spacious as you might think. I'm not going to call it cramped, but you will find more interior space in the second row (an important facet for a full-time family car) in the likes of a Nissan Patrol or Land Rover Defender 130.
Get a great deal today
Interested in this car? Provide your details and we'll connect you to a member of the Drive team.
The third row is pretty good, however. Larger adults will certainly find it a little pokey, as they will in anything this side of a people mover. However, the cheap seats are plenty good enough for shorter trips, kids or more resilient adults.
2023 Toyota LandCruiser Sahara | |
Seats | Seven |
Boot volume | 175L to third row 1004L to second row 1967L to first row |
Length | 4980mm |
Width | 1980mm |
Height | 1950mm |
Wheelbase | 2850mm |
Does the Toyota LandCruiser 300 have Apple CarPlay and Android Auto?
A 12.3-inch infotainment system, which is bigger than the base 9.0-inch display in GX and GXL spec, is a good one here. It's got Apple CarPlay and Android Auto, as well as digital radio and native navigation.
Although, lovers of a proper volume dial (like me) will spurn the fact that this larger display gets piano-style buttons for volume control. The smaller system gets a superior dial. However, there is a CD player sill included in the 300 Series LandCruiser for those who haven't picked up the streaming lifestyle. This is standard from VX upwards, and there is also a DVD player for the rear seat entertainment.
Sahara is the first model in the range to get a head-up display, along with an upgraded 14-speaker JBL-branded sound system. There's also a 7.0-inch multifunction display in front of the driver, which does offer some improved functionality and feel over the 4.2-inch set-up in lower specifications.
The entire LandCruiser 300 range also features three years' complimentary access to Toyota Connected Services, which allows SOS emergency calls and stolen vehicle tracking, plus can be used to check fuel levels, vehicle location, recent trips, and 'Drive Pulse' info that can give you tips and tricks for more efficient driving.
Is the Toyota LandCruiser 300 a safe car?
The Toyota LandCruiser 300 Series got a five-star ANCAP safety rating in 2021 against the newer and more stringent 2022 testing criteria. This applies to all variants, except for the flagship GR Sport.
Individual scores are good as well. Adult occupant and child occupant protection are at 89 per cent and 88 per cent respectively, while vulnerable road users (pedestrians) get an 81 per cent rating. The active safety technology of the LandCruiser 300 rates a little lower at 77 per cent.
2023 Toyota LandCruiser Sahara | |
ANCAP rating | Five stars (tested 2022) |
Safety report | Link to ANCAP report |
What safety technology does the Toyota LandCruiser 300 have?
There's plenty of safety technology to back up that five-star ANCAP safety score. Autonomous emergency braking includes pedestrian and daytime cyclist detection as well as intersection detection.
There is lane-departure warning and lane-keep assistance, which uses a braking function instead of steering assistance to work. Dabbing on the brakes can 'turn' the car in the lane, but it can wash off speed and feel quite disconcerting when you're not expecting it. And when lane markings are faint, complicated or non-existent, it can produce some false positives.
Despite the more intrusive lane-keep system, the LandCruiser VX and above also come with lane trace assist, meaning the car is able to exert some steering assistance.
Rear cross-traffic alert, blind-spot monitoring, front and rear parking sensors, 360-degree camera system and automatic wipers are all included.
There are 10 airbags fitted, which includes front passenger and driver's knee airbags and curtain airbag coverage for all three rows. A front centre airbag isn't fitted, which despite their growing popularity in smaller segments isn't something always found on larger vehicles.
How much does the Toyota LandCruiser 300 cost to maintain?
If you're one to properly use your LandCruiser with lots of towing, off-roading and other associated hard yakka, then you'll likely appreciate the twice-yearly service intervals to keep an eye on things.
However, if that doesn't sound like you, an extra visit to the dealer per year could be more of an annoyance. It can also add up in terms of the service costs. $400 per visit means you're up for $800 per year, which seems expensive.
But on the other hand, this is a big vehicle with a complex, sophisticated diesel powertrain.
Insurance for a 300 Series LandCruiser Sahara costs $4092.24 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
At a glance | 2023 Toyota LandCruiser Sahara |
Warranty | Five years, unlimited km |
Service intervals | 6 months or 10,000km |
Servicing costs | $2400 (3 years) $4000 (5 years) |
Is the Toyota LandCruiser 300 fuel-efficient?
There is a definite efficiency gain in this LandCruiser 300 Series in comparison to the old V8-powered 200 Series. The engine is smaller and more sophisticated, the vehicle is lighter, and there are more gear ratios to choose from.
However, the claimed difference in efficiency isn't massive. 9.5 litres per 100 kilometres drops to 8.9L/100km for this new model, which is a 600ml per 100km improvement, or about 90L if you travel 15,000km per year – less than a single full tank.
In any case, you are unlikely to match this number in your own driving. We saw 10.5L/100km in our time with the car, where we saw more highway cruising than town driving.
Fuel Consumption - brought to you by bp
Fuel Useage | Fuel Stats |
Fuel cons. (claimed) | 8.9L/100km |
Fuel cons. (on test) | 10.5L/100km |
Fuel type | Diesel |
Fuel tank size | 110L |
What is the Toyota LandCruiser 300 like to drive?
Jumping from a diesel V8 down to a V6 – with one of the smallest donks to ever grace the engine bay of a LandCruiser – was certainly a contentious development in the storied history of Toyota's flagship off-roader.
However, spending some time driving the vehicle undoubtedly leaves a positive impression. Having two turbochargers in a sequential format – a smaller turbo for low revs – allows the engine to feel impressively torquey as you come off idle. Indeed, 700Nm not far off idle beats the old V8 by 50Nm within the same range of revs.
Having the turbochargers nestled within the vee of the engine (in what's known as a hot-vee configuration) means the second turbocharger can be larger, and flow gets diverted to this unit as the revs increase. This allows for good levels of power at 4000rpm, and a more rev-happy nature than the old V8.
Of course, this new V6 is much more complex and sophisticated than the old 4.5-litre V8, which had turbochargers mounted on the outside of the block in more of a parallel configuration. Time will still be the judge on how dependable this new LandCruiser will be – relative to the older models – and this is a subject that you could opine upon inexorably if you wanted to.
However, you cannot deny the improved driving experience and performance of this new 3.3-litre twin-turbo V6. It's helped by the weight reduction of this new platform, which uses up more aluminium panels, and also through the addition of four extra gear ratios in the transmission.
Ten gears certainly sound like a lot, but this newly developed gearbox (which is an Aisin product) doesn't overplay its hand with gear changes. It shuffles through the available ratios smoothly and without fuss, but the 10th gear barely even gets a look in when abiding by Australian road laws. Perhaps for those few careening down Northern Territory highways, it's a different case.
The electro-mechanical steering set-up is certainly sharper in terms of feel and response in comparison to something like a Nissan Patrol or old LandCruiser 200 Series. It's probably closer in feel to a Land Rover Defender, which does err into feeling more like a SUV than a four-wheel drive.
The ride quality does attempt to play catch-up with this steering feel, however, and it's not all successful. There's certainly a lot more body control and responsiveness through the chassis in this new-generation model, but it can induce a sense of busyness and fidgeting over some imperfect surfaces. Nissan's Patrol feels more comfortable in some scenarios, as does the Defender. It's not outright bad, but is certainly firmer and less absorbent overall.
Only the top-spec Sahara ZX and GR Sport get adaptive damping, with the latter picking up Toyota's E-KDSS disconnecting swaybars. This stands for Electronic Kinetic Dynamic Suspension System, and allows front and rear swaybars to be separately and electronically controlled.
Off-road, the LandCruiser stays impressively confident and capable. The huge, scalloped-out bonnet does take some getting used to in terms of visibility and clearance, but once you start easing your way through ruts and washouts, the vehicle soaks up rough terrain with ease. There's plenty of suspension travel available at the rear end, and the front (for an independent set-up) doesn't feel overly restrictive.
And although there isn't a locking rear or front differential here (something reserved only for the GR Sport), the quality of Toyota's off-road traction-control system means you don't feel like you are missing out on too much here. With the centre differential locked, low-range engaged and the right driving mode selected (through the Multi Terrain Select system), this LandCruiser is able to limit wheel spin quite adeptly at low speeds for a slow, controlled crawl.
And when you need a bump of power – in mud and sand, for example – there is plenty of response available in short order through the skinny pedal.
Key details | 2023 Toyota LandCruiser Sahara |
Engine | 3.3-litre twin-turbo diesel V6 |
Power | 227kW @ 4000rpm |
Torque | 700Nm @ 1600–2600rpm |
Drive type | Permanent four-wheel drive |
Transmission | 10-speed torque converter automatic, low-range transfer case |
Power-to-weight ratio | 86.3kW/t |
Weight (kerb) | 2630kg |
Spare tyre type | Full-size |
Tow rating | 3500kg braked 750kg unbraked |
Turning circle | 11.8m |
Should I buy a Toyota LandCruiser 300 Series?
The appeal of the mighty LandCruiser remains as steadfast as ever in 2023 with this new-generation model. It's more expensive on the one hand, but is also more adept and technologically laden. The powertrain is proficient and well tuned, with high levels of comfort and refinement on-road and off-road.
And while it sticks to the same look, size, and feel as the old LandCruiser, the driving experience has modernised. It's sharper through the steering and ride, with a certain tied-down sense to the suspension that the old LandCruiser could never attest to. It makes for more control through the steering and over rough surfaces, but does give up a little bit of that soft absorption of years gone by.
Against a V8-powered Patrol and avant-garde Defender, this LandCruiser feels not old-fashioned, but rather a case of sticking to its guns. And despite the increase in price, the appeal remains strong. Not just because it's a LandCruiser, but because it's as solid as ever.