The LandCruiser 300 Series landed in Australia in late 2021, and even now in early 2026, it remains one of the most sought-after vehicles on the market. This is Toyota's flagship four-wheel drive, the successor to the 200 Series that ran from 2007 to 2021, and it continues a nameplate that's been synonymous with outback reliability since the 1950s.
Walk into any remote pub from Birdsville to Broome and you'll find LandCruisers parked out front. They're the default choice for mine sites, cattle stations, and families who need something that'll get them home no matter what. The 300 Series takes that legacy and updates it for modern Australia, ditching the V8 for a twin-turbo diesel six and adding technology that would've seemed like science fiction a generation ago.
What's Different from the 200 Series
Toyota didn't mess around with minor updates here. The 300 sits on an entirely new platform called TNGA-F, which is 20% stiffer than the old chassis while weighing about 100 kg less. That's a proper engineering achievement when you're talking about a vehicle that tips the scales at well over 2.5 tonnes.
The V8 is gone, replaced by a 3.3-litre twin-turbo diesel V6 that now powers the entire Australian range. This caused a proper stir when it was announced, plenty of blokes reckoned Toyota had lost the plot. But the new engine makes more power and torque than the old diesel V8 while using noticeably less fuel. The 10-speed auto is a massive step up from the six-speed, and the interior looks like it belongs in this decade rather than the last one.
Ground clearance sits at 235mm, and the wading depth is rated at 700mm. The approach angle is 32 degrees on most variants, departure angle 25 degrees, and breakover angle varies between 21-25 degrees depending on wheels and variant. These aren't class-leading numbers, but they're more than adequate for the sort of terrain most Australians encounter.
The 2025 Refresh
Mid-2025 brought a significant update to the 300 Series that improved technology and safety across the range. The changes weren't immediately obvious from the outside, but they addressed some of the criticisms from early buyers.
The big news was enhanced safety tech. Lane Trace Assist now includes steering wheel vibration warnings and emergency steering assist if you're drifting out of your lane. Emergency Driving Stop System can bring the vehicle to a halt if it detects the driver is incapacitated. These features filtered down to even the GX and GXL variants, not just top-spec models.
Wireless Apple CarPlay and Android Auto became standard across the range, a welcome change given how many people complained about having to plug their phones in. Screen sizes grew, with 12.3-inch touchscreens on higher grades and digital instrument clusters ranging from 7 to 12.3 inches depending on variant.
Other convenience updates included more climate zones on some models, powered tailgates extending further down the range (now standard on VX and up), and puddle lights on the GR Sport. These sound like small things, but they add up to a more refined ownership experience.
The Australian Model Range
Toyota Australia offers the LandCruiser 300 in six distinct variants, each targeting different buyers with different needs and budgets. Understanding the differences between them is crucial because there's a substantial gap from bottom to top, and the features vary considerably.
GX (Diesel Only)
The GX is your entry point to 300 Series ownership. Don't let "entry-level" fool you, this is still a remarkably well-equipped vehicle by traditional LandCruiser standards.
The GX now typically rides on 17-inch steel wheels with highway-oriented tyres rather than all-terrains. You get fabric seats (pretty durable stuff, actually), an 8-inch touchscreen, and dual-zone climate control. There's no fancy leather here, but the materials are hard-wearing and easy to clean, exactly what you want if you're actually using the thing for work.
Standard safety gear includes pre-collision warning, adaptive cruise control, lane departure warning with the enhanced steering vibration and emergency assist, blind spot monitoring, and the new emergency driving stop system. The GX gets front and rear parking sensors and a reversing camera, though not the full 360-degree camera system of higher models.
Where the GX falls short compared to pricier variants is in off-road hardware. You get the standard four-wheel drive system with low range, Multi-Terrain Select, and Crawl Control, but there are no locking differentials. The suspension is conventional coil springs rather than the adaptive system, and you miss out on Kinetic Dynamic Suspension System (KDSS).
For buyers who need a reliable workhorse and aren't fussed about leather seats or the latest gadgets, the GX makes sense. It's particularly popular with businesses, government departments, and farmers who want LandCruiser toughness without paying for features they won't use.
GXL (Diesel Only)
The GXL slots between the GX and VX, available only with the diesel engine. This variant is essentially a GX with some comfort and convenience upgrades that make daily driving more pleasant.
The climate control gets upgraded with better zoning, which is genuinely worthwhile in an Australian summer. The seats are still fabric, but they're more supportive and the driver's seat gains power adjustment. The touchscreen grows to 9 inches, and you get satellite navigation as standard rather than relying on your phone.
The GXL adds roof rails, which seems like a small thing until you need to mount a roof rack or awning. There's also a leather-wrapped steering wheel and automatic headlights, small touches that add up to a more refined experience.
Off-road equipment remains identical to the GX, so you're still without locking diffs or KDSS. The wheels stay at 17 inches with the same highway-oriented rubber. If you're choosing between GX and GXL, the decision comes down to whether you value the extra comfort features enough to justify the difference.
VX (Diesel Only)
The VX is where the LandCruiser starts feeling like a luxury vehicle rather than just a capable 4WD. This variant represents the sweet spot for many buyers who want comfort without paying Sahara money.
The VX introduces leather upholstery, which divides opinion. Some reckon fabric suits the outback better, being cooler in summer and easier to maintain. Others appreciate the premium feel and easier cleaning when kids spill drinks. The front seats get heating and ventilation, power adjustment with memory, and genuinely excellent support for long-distance touring.
The 9-inch touchscreen carries over from the GXL, but you get a better sound system and additional USB charging points throughout the cabin. Wireless phone charging appears in the centre console, and there's a refrigerated storage compartment that'll keep your drinks cold on a hot day, more useful than it sounds. The powered tailgate is now standard on VX, making it easier to load gear.
The VX rides on 18-inch wheels and can be optioned with all-terrain tyres, which most buyers choose. You still don't get locking differentials or KDSS as standard, but they're available as part of an off-road pack. This pack includes a rear diff lock and KDSS, transforming the vehicle's off-road capability.
The VX is probably the sweet spot in the range for many buyers. It's got enough luxury to keep the family happy on the highway but offers better value than the Sahara. With the off-road pack added, it matches the Sahara's mechanical capability while being more accessible.
Sahara (Diesel Only, 7-Seater)
The Sahara is the LandCruiser most people think of when they picture a 300 Series. This is Toyota's luxury touring 4WD, aimed at buyers who want the full package without the sporty edge of the GR variants.
The Sahara gets everything from the VX plus additional luxury touches. The leather is higher quality (semi-aniline rather than synthetic), and there are more adjustment options for the seats. The second row gets heated seats and additional comfort features. In a seven-seater configuration, the third row is still best suited for kids or shorter adults.
The touchscreen grows to 12.3 inches, and the sound system is a proper premium unit with more speakers and better clarity. You get a head-up display that projects key information onto the windscreen, plus a digital rear-view mirror that can switch between a conventional mirror and a camera view. The digital instrument cluster is also 12.3 inches.
Critically, the Sahara includes the rear differential lock and KDSS as standard equipment. It also gets Adaptive Variable Suspension (AVS), which electronically adjusts damping based on road conditions and driving style. The ride quality is noticeably better than lesser variants, particularly on corrugated dirt roads.
The Sahara rides on 20-inch alloy wheels, which look fantastic but are a contentious choice for serious off-road use. The lower-profile tyres are more vulnerable to damage on rocks, and replacements are more expensive. Many Sahara owners swap to 18s with proper all-terrain tyres if they're planning outback travel.
Other Sahara-specific features include a 360-degree camera system with various views including an underbody camera, LED headlights with automatic high beam, and acoustic glass for reduced wind noise. The interior gets additional chrome trim and ambient lighting.
Sahara ZX (Diesel Only, 5-Seater)
The Sahara ZX sits at the absolute top of the current diesel range, adding even more equipment to the already well-appointed Sahara. It's a five-seater only, with no third-row option.
The ZX gets cooled second-row seats in addition to heating, making it properly luxurious for rear passengers on long trips. The leather is upgraded further, and there are additional safety and convenience features throughout. The ZX also features a rear limited-slip differential rather than just the standard open diff, which improves traction without needing to engage a full locker.
This is the LandCruiser for buyers who want absolutely everything Toyota can pack into the vehicle. It's also one of the variants that will be available with the new hybrid powertrain when that arrives in 2026.
GR Sport (Diesel Only, 5-Seater)
The GR Sport arrived as Toyota's answer to buyers who wanted a LandCruiser with more aggressive styling and a sporting flavour. Priced at the premium end of the range, it takes a different approach to the Sahara's luxury focus.
The exterior gets unique treatment with a black grille, black mirror caps, black roof rails, and black 18-inch wheels wrapped in all-terrain tyres. The GR Sport badge appears on the grille and tailgate. Red accents on the body and red stitching inside reinforce the sporty theme, along with puddle lights that were added in the 2025 refresh. Whether a 2.7-tonne 4WD is truly "sporty" is debatable, but the aesthetic certainly works.
Inside, the GR Sport gets unique sports seats with enhanced bolstering and that red stitching. The steering wheel is trimmed in leather and Ultrasuede, and there are aluminium pedals. The overall effect is more aggressive than the Sahara's luxury approach.
Off-road equipment is comprehensive and actually superior to the standard Sahara. The GR Sport gets E-KDSS (electronic Kinetic Dynamic Suspension System), which is an upgraded version of the standard KDSS. It also includes the rear diff lock and adaptive suspension. The 18-inch wheels with all-terrain tyres are better suited to genuine off-road work than the Sahara's 20-inch wheels, making the GR Sport the better choice if you're regularly venturing beyond the black stuff.
The GR Sport is for buyers who want maximum capability but prefer a more aggressive aesthetic than the Sahara's chrome-laden luxury look. It's particularly popular with younger buyers and those who've modified previous LandCruisers, the black trim and sporty details suit aftermarket accessories like bull bars and roof racks. It's also five-seater only and will be available with the hybrid powertrain in 2026.
The Diesel Engine: Your Only Current Choice
All current LandCruiser 300 models in Australia are powered by the 3.3-litre twin-turbo diesel V6. Toyota briefly offered a petrol V6 option in the early days, but that's been discontinued. If you want a 300 Series today, you're getting the diesel.
The diesel produces 227 kW and 700 Nm, serious figures that translate to strong performance across the rev range. That torque arrives early and stays strong, which makes it feel punchy in typical driving conditions, particularly when towing or crawling over rough terrain. Real-world fuel consumption averages 9-11 L/100km in mixed driving, which is genuinely impressive for something this large and capable.
For serious touring, that fuel economy makes a real difference. Over long distances across the outback, you're covering more ground between fill-ups, and when you're at remote roadhouses, the diesel's efficiency becomes genuinely valuable.
The diesel is brilliant for towing. Maximum towing capacity is 3,500 kg, and the engine hauls heavy trailers with minimal effort thanks to that 700 Nm of torque. If you're regularly towing a large caravan or boat, this engine is ideal.
The diesel does require AdBlue top-ups, but the tank is large enough that you'll typically fill it at services rather than constantly worrying about it. Modern diesels also have particulate filters that need occasional regeneration, long highway runs keep this sorted, but if you're only doing short city trips, it's something to be aware of.
Reliability appears solid based on early examples, though the 300 Series is still relatively new. Toyota's diesel engines have generally proven tough in Australian conditions, and the 3.3-litre twin-turbo doesn't seem to be changing that pattern.
The Hybrid is Coming
Here's the big news for 2026: Toyota is launching a hybrid LandCruiser 300, expected to arrive in the first half of the year, possibly as early as March.
This isn't a fuel-sipping hybrid like you'd find in a Camry. It's a performance hybrid with a 3.5-litre twin-turbo petrol V6 mated to an electric motor, the same setup used in the Tundra pickup in other markets. Power and torque figures should exceed the diesel, with the electric motor providing instant low-end grunt that's perfect for off-road work.
The hybrid will initially launch in the Sahara ZX and GR Sport variants only, both as five-seaters. Toyota is positioning this as the premium powertrain option, and you can expect it to command a substantial premium over the equivalent diesel models.
Importantly, Toyota has confirmed there will be no compromises to off-road capability. The hybrid system is designed to handle the same punishment as the diesel, with all the same 4WD hardware. The added power could make the hybrid LandCruiser the quickest version yet, though whether that matters much for a vehicle like this is debatable.
Fuel economy should improve over the diesel, though by how much remains to be seen. The hybrid system will allow for electric-only driving at low speeds, which could be useful for campsite manoeuvring or crawling through technical terrain without waking the whole campground.
For buyers considering a purchase in 2026, the hybrid's arrival adds an interesting wrinkle. If you're eyeing a Sahara ZX or GR Sport, it might be worth waiting to see what the hybrid offers. If you're after a GX, GXL, or VX, the diesel remains your only option for the foreseeable future.
What You Get Across the Board
Regardless of which variant you choose, every LandCruiser 300 shares core equipment and capabilities that justify the LandCruiser badge.
The full-time four-wheel drive system with two-speed transfer case is standard across the range. Low range provides serious reduction for crawling over obstacles or pulling heavy loads. Multi-Terrain Select allows you to choose between Auto, Dirt, Sand, Mud, Deep Snow, and Rock settings, with each mode adjusting throttle response, gearbox behaviour, and traction control intervention.
Crawl Control is fitted to every model, acting like an off-road cruise control that maintains slow speeds automatically while you steer. Hill Start Assist prevents rollback when starting on inclines, and Downhill Assist Control manages speed on steep descents. Emergency Driving Stop System can now bring the vehicle safely to a stop if it detects the driver is unresponsive. These systems transform challenging terrain into manageable obstacles, even for less experienced drivers.
The 10-speed automatic transmission is excellent. It shifts smoothly, finds the right gear quickly, and holds lower gears when needed on hills or when towing. There's a manual mode if you want direct control, and the transmission is smart enough to skip gears when you need rapid acceleration.
Every 300 Series gets wireless Apple CarPlay and Android Auto as of the 2025 refresh, Bluetooth connectivity, and multiple USB charging points. The Toyota Safety Sense package is standard, including autonomous emergency braking, adaptive cruise control, lane keeping assist with enhanced steering interventions, automatic high beam, blind spot monitoring, and rear cross-traffic alert.
Build quality is typical Toyota, panel gaps are tight, paint finish is good, and everything feels solid. The doors close with a satisfying thunk. After years of Australian conditions, these vehicles hold up better than most, which explains why 20-year-old LandCruisers still fetch strong money.
Seven-Seater Option
Most variants can be specified with a seven-seater configuration adding a third row of seats. This is available on GX, GXL, VX, and the standard Sahara. The Sahara ZX and GR Sport are five-seaters only.
The third row is best suited to kids or shorter adults on shorter trips. There's adequate headroom but legroom is tight unless the second row is positioned well forward. Access requires folding the second-row seats, which is straightforward but not something you want to do constantly.
With the third row in use, cargo space is minimal. You've got room for soft bags but not much else. Fold the third row flat and cargo space is generous, though not as massive as the cavernous 200 Series. With all rear seats folded, you can fit a genuine mountain of gear.
For families with multiple kids, the seven-seater makes sense for around-town duties and shorter trips. For long-distance touring with adults, the five-seater provides more comfort and storage.
Options and Accessories
Beyond factory options like the off-road pack for the VX, the aftermarket accessory scene for the 300 Series is enormous. Toyota dealers offer approved accessories, and dozens of specialist companies produce LandCruiser-specific gear.
Popular additions include bull bars (essential for outback travel), UHF radios, driving lights, roof racks, awnings, and side steps. Dual battery systems, uprated suspension, and long-range fuel tanks are common for serious touring. Some owners fit snorkels, though certain variants now come with factory snorkels, and the standard air intake location is quite high already.
The 300's maturity in the market means accessories are now widely available, though pricing remains higher than for older models. Quality varies dramatically, stick with reputable brands that understand the engineering requirements of these modifications.
Running Costs Reality
LandCruisers aren't cheap to run, but costs are reasonable given the vehicle's capabilities and size. Service intervals are 12 months or 15,000 km, with typical service costs varying depending on what's required. Major services are pricier but not outrageous compared to European luxury vehicles.
Tyre costs add up, particularly if you're running all-terrains or frequent off-road use wears them quickly. A set of quality all-terrain tyres in the appropriate size is a substantial investment. Brake pads and rotors are expensive when they need replacement, though they last well given the vehicle's weight.
Insurance varies dramatically based on location, driver history, and agreed value. Registration varies by state but represents a meaningful annual cost for a vehicle in this weight class.
Fuel is the big ongoing cost. Even with the diesel's excellent economy, you're looking at substantial fill-ups for the 110-litre tank, and range is typically 800-900 km in mixed driving. Long highway trips can stretch this to 1,000 km or more, while heavy off-road use or towing can halve it.
AdBlue consumption is modest, the tank holds enough for several thousand kilometres, and you'll typically top it up at regular services rather than constantly monitoring it.
Resale Values and the Used Market
This is where the LandCruiser shines. Used 300 Series models continue to hold their value exceptionally well, and LandCruisers generally hold value better than almost anything else on the Australian market.
A five-year-old 200 Series in good condition still fetches 60-70% of its original price, often more for well-maintained examples. The 300 Series is tracking even more strongly, benefiting from being the current model and continued strong demand.
This strong residual value offsets the initial outlay for buyers planning to sell in a few years. For those keeping their LandCruiser long-term, and many owners do, depreciation becomes almost irrelevant. These vehicles routinely cover 300,000 km or more with proper maintenance.
Buying a Used LandCruiser 300
The used 300 Series market is still relatively young, the first examples only hit Australian roads in late 2021. The shortage panic of 2022-2023 has eased considerably, with new orders now often fulfilled within six months rather than the years-long waits of the peak shortage period. This has taken some heat out of the used market, though genuine bargains remain rare.
What to Look For
- Service History is absolutely critical. LandCruisers are tough, but they still need regular maintenance. You want a complete service record, preferably from Toyota dealerships, though reputable independent mechanics are fine if they've used genuine parts. Missing service records should be an immediate red flag, walk away.
- Check the service book for stamps at the right intervals. The 300 Series should be serviced every 12 months or 15,000 km, whichever comes first. If the previous owner skipped services or stretched the intervals, you're potentially looking at expensive problems down the track.
- Kilometres matter, but context matters more. A 300 with 80,000 km of gentle highway touring is a better prospect than one with 40,000 km of hard outback miles. Look at the overall condition to judge how it's been used. Highway kilometres are easy on everything except tyres and brakes. Off-road kilometres, particularly in harsh conditions, age vehicles faster.
- Inspect the underside thoroughly. Get the vehicle on a hoist if possible. Look for damage to the underbody, bent suspension components, or signs of hard impacts. Check the diff housings for cracks or leaks. The sump guard should be intact, if it's dented or missing, that tells you something about how the vehicle was used.
- Rust is less of a concern on newer vehicles, but check anyway. Focus on the chassis rails, particularly near mounting points and anywhere mud can accumulate. Check inside the door sills and under the carpet in the boot. Coastal vehicles are more prone to corrosion, especially if they haven't been regularly washed underneath.
- Tyre condition reveals a lot. Uneven wear suggests alignment issues or worn suspension components. Check all five tyres, including the spare, if the spare is pristine while the others are worn, the owner might have been pushing their luck with damaged tyres rather than using the spare when appropriate.
- Test the four-wheel drive system properly. Drive the vehicle on loose surfaces if possible and engage low range. Listen for unusual noises when switching between 4H and 4L. The transfer case should engage smoothly. Check that diff locks work if the vehicle has them, these are expensive to repair if they're faulty.
- Look at the brake fluid. Pull the cap off the brake fluid reservoir and check the colour. It should be clear or slightly amber. Dark or contaminated fluid suggests neglected maintenance. While you're under the bonnet, check oil level and condition, coolant level, AdBlue level, and look for any obvious leaks.
- Inspect the interior carefully. Excessive wear on the driver's seat bolster or steering wheel suggests higher kilometres than indicated. Check all the electronics, the touchscreen, cameras, sensors, and power seats. These systems are expensive to repair and failures aren't uncommon on heavily used vehicles.
- Take a proper test drive of at least 30 minutes. Get the engine properly warmed up. The diesel should start easily without excessive smoke. Listen for any unusual noises, ticking, whining, or grinding sounds could indicate developing problems. The 10-speed auto should shift smoothly without hesitation or hard changes.
- Check for warning lights on the dash during your test drive. The diesel particulate filter warning is particularly relevant, if it's illuminated, the DPF might be clogged from too many short trips. This is an expensive fix if regeneration cycles haven't been clearing it properly.
Private Sale vs Dealer
Private sales can offer better value, but you're buying the vehicle as-is with no statutory warranty beyond what the law requires. You need to be more thorough in your inspections and get a pre-purchase inspection from a qualified mechanic. Private sellers are often enthusiasts who've maintained their vehicles well, but there are also plenty trying to offload problem vehicles.
Dealers provide statutory warranty protection and often extend this with their own warranties. You'll pay more than private sale, but you get peace of mind and recourse if something goes wrong. Certified pre-owned programs through Toyota dealers offer the best protection, these vehicles undergo thorough inspections and come with comprehensive warranties.
Which Variant to Target
- GX models represent the best value in the used market. They have all the essential LandCruiser capability without luxury features that can go wrong. They're often ex-fleet vehicles that were properly maintained, though they may show more wear from commercial use.
- VX models with the off-road pack are brilliant buys if you find them. You get the mechanical capability of the Sahara without paying the luxury premium. Many used VX models were bought by enthusiasts who added quality aftermarket accessories, which can add value if done properly.
- Sahara models hold their value stubbornly. Unless you specifically want the luxury features, you might be better off buying a newer GX or VX than an older Sahara. However, if comfort matters and you find a well-maintained example, the Sahara is fantastic for long-distance touring.
- GR Sport models are relatively rare used and often command strong money. They appeal to a specific buyer who wants the sporty aesthetic and superior off-road setup with E-KDSS. Make sure you're not paying a massive premium just for black wheels and red stitching, the mechanical package is what matters.
- Sahara ZX models are the newest to the range and quite rare on the used market. They command premium money and will likely continue to do so, especially once the hybrid version arrives.
Check the Build Date
The mid-2025 refresh brought meaningful updates. If you're looking at used examples, a vehicle built after mid-2025 will have wireless CarPlay/Android Auto, enhanced safety features, and other improvements. These might be worth seeking out, though earlier examples are perfectly good vehicles.
Red Flags to Avoid
Walk away from any 300 Series with these warning signs:
- Modified suspension or lift kits unless they're quality brands properly installed with engineering certificates. Cheap lifts cause handling problems and premature wear.
- Missing or incomplete service history. No exceptions. The LandCruiser is too expensive to gamble on an unknown maintenance history.
- Evidence of major accident damage. Check for paint overspray, misaligned panels, or replacement of major structural components. A CarHistory or PPSR report is essential.
- Excessive modifications that suggest hard use. Bull bars and roof racks are fine, but extensive modifications like winches, snorkels, diff breathers, and rock sliders suggest the vehicle has been used hard off-road. Not necessarily a deal-breaker if it's been maintained, but it warrants extra scrutiny.
- Reluctance to allow pre-purchase inspection. Any seller who won't let you get an independent mechanic to check the vehicle is hiding something.
- Mismatched tyres or cheap budget rubber. This suggests the owner cut corners on maintenance.
- Oil leaks from the engine or transmission. While minor seepage can be normal on any vehicle, significant leaks indicate problems.
- DPF warning light. If the diesel particulate filter light is on or has been on recently, proceed with caution. Regeneration issues can be expensive to resolve.
The Pre-Purchase Inspection
Spend the money on a proper pre-purchase inspection by someone who knows LandCruisers. A general mechanic might miss specific issues that a specialist would catch immediately. Look for mechanics with 4WD experience, particularly those who work on mine site vehicles or expedition setups.
Essential Pre-Purchase Inspection Checklist
If the seller refuses to allow this inspection, walk away. The inspection fee is cheap insurance against buying someone else's expensive problem.
Warranty Considerations
Toyota's new vehicle warranty is five years or unlimited kilometres. This transferable warranty is valuable on newer used 300s. Make sure you understand how much warranty remains and what it covers.
Extended warranties from dealers or third-party providers can be worthwhile on vehicles outside manufacturer warranty. Read the terms carefully, many have exclusions for off-road use, modifications, or lack of service history.
Who Should Buy What
- The GX suits buyers who need LandCruiser capability for work or genuine outback use but don't need luxury features. It's the right choice for farmers, tradies with remote worksites, and grey nomads who value durability over leather seats.
- The GXL makes sense if you want a bit more comfort for daily driving but still don't need the full luxury treatment. It's a solid middle ground, though you're paying a premium for relatively modest upgrades over the GX.
- The VX is probably the pick for enthusiast owners who want a nice interior but plan to add the off-road pack for proper touring capability. It delivers most of what the Sahara offers while being more accessible.
- The Sahara suits buyers who want the LandCruiser name but also want luxury vehicle comfort. It's the choice for wealthier families, executives who need 4WD capability occasionally, and grey nomads who want maximum comfort for extended tours. The seven-seater option makes it practical for larger families.
- The Sahara ZX is for buyers who want absolutely everything in diesel form, or who are waiting for the hybrid option. It's the pinnacle of current LandCruiser luxury.
- The GR Sport appeals to buyers who want the full capability package but prefer aggressive styling to luxury chrome. The E-KDSS and 18-inch all-terrain tyres make it arguably better suited than the standard Sahara for genuine off-road use. It's also the sportier option for those waiting for the hybrid.
The LandCruiser 300 carries substantial weight, both literal and figurative. It's Toyota's flagship, the vehicle they build when cost isn't the primary consideration. Whether it's worth the investment depends entirely on whether you need what it offers.
For buyers who regularly venture off sealed roads, tow heavy trailers, or simply need the confidence that their vehicle will get them home no matter what, the LandCruiser makes sense. The combination of capability, reliability, and longevity is difficult to match.
For buyers who rarely leave the suburbs, the LandCruiser is probably too much vehicle. Better options exist if you don't need the serious 4WD capability. The size alone makes city parking a challenge, and the fuel consumption hurts when you're not using the vehicle for what it's designed to do.
For those who need a genuine go-anywhere vehicle that'll still be running long after lesser 4WDs have worn out, the 300 Series continues the LandCruiser tradition admirably. The diesel is proven and capable, the technology has been updated for modern expectations, and the build quality remains typically Toyota. Whether you choose a basic GX for serious work or a fully loaded Sahara ZX for luxury touring, you're getting a vehicle that represents decades of refinement in one of the harshest testing grounds on Earth, the Australian outback.
