2023 Toyota Kluger review

What is the Toyota Kluger GXL AWD like on the inside?

The bigger screen in the middle of the dashboard is welcome, but the Kluger still looks and feels workmanlike inside.

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What it lacks in superficial sizzle though, it makes up for with practicality. It’s absolutely massive, and there’s so much storage up front it’s not even funny.

The driving position is excellent. The front seats are generously padded and offer excellent support on road trips, and the view out the massive windscreen is commanding. I spent a solid six hours behind the wheel in a day, and hopped out feeling fresh.

Although the analogue dials and colour trip computer screen are unchanged in GXL spec, the 12.3-inch touchscreen infotainment system is new for 2023.

It’s a huge improvement on the system that debuted in the Kluger, filling out the massive gloss black housing in a way the 8.0-inch unit still standard on the base GX just can’t.

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The rear-view camera looks brilliant, the graphics on the new system are polished, and it responds quickly when you poke a button.

Wireless Apple CarPlay is also a welcome addition, although with no wireless phone charger you’ll need to plug in on long drives to avoid arriving with a flat battery.

Toyota’s oversized trip computer screen and analogue dials are clear, but they look decidedly low-tech in a world dominated by high-resolution digital dashboards.

Storage spaces abound up front. There are cupholders, a space at the base of the dashboard, spacious door bins, and a massive bin beneath the central armrest, along with useful slots below the touchscreen and in front of the passenger.

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Rear seat space is very good. Adults will be able to sit comfortably behind taller adults, and there’s acres of headroom as well.

The bench is nice and wide, so middle seat occupants won’t feel too tightly squeezed, and the bench slides and reclines.

Both the second and third rows have air vents, although they’re both controlled from the second row – or by the driver, who has their own rear climate controls.

There are three top-tether points for child seats in the second row, as well as ISOFIX attachment points on the outboard seats. The third row doesn’t have any child seat mounts.

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Accessing the back-back seats is simple enough, thanks to a second row that slides and tilts forward. Space back there is decent, although it’s still a part-time space best suited to smaller kids.

It’s not quite as good as what you get in a Mazda CX-9, but the Grand Highlander recently revealed in the USA is aimed at filling that void – we don’t know if/when it’s coming here, though.

There’s 241L of luggage space with all three rows up, 552L with the third row folded, and 1150L with the third and second rows folded. Toyota deserves points for also developing a cargo blind that shrinks to fit beneath the floor.

What’s under the bonnet?

The 2.4-litre turbocharged petrol engine fitted to our tester replaces the outgoing 3.5-litre V6.

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With 198kW of power on tap, it’s down 20kW on the older naturally-aspirated six, but its 420Nm peak torque figure is up 70Nm. It’s also on tap at just 1700rpm.

Claimed fuel economy is 8.5L/100km, an improvement of 0.4L/100km relative to the 3.5-litre engine it replaces. We saw 9.1L with a skew to highway driving.

The fuel tank holds 68 litres, and the Kluger happily drinks 91 RON regular unleaded.

How does the Toyota Kluger GXL AWD drive?

It might be down two cylinders and 1100cc on the naturally-aspirated V6 engine it replaces, but the new 2.4T engine packs a solid punch.

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Peak torque comes on tap at just 1700rpm, so you don’t need to work it hard to get moving with a full load on board, and it’s reasonably muted when you rev it out. Rather than needing to make it really sing like the V6, you can lean on the mid-range torque.

Given we’ve complained for years about Toyota’s droney CVTs, the inclusion of a conventional eight-speed automatic is also a win. It slurs smoothly through the ratios on light throttle inputs, but is smart enough to hang onto gears if you’re in a hurry.

There’s a noticeable change in its behaviour when you flick into Sport, and you can take control using the sequential shift mode if you’re really running late for school.

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As is the case with all TNGA cars, the Kluger strikes a nice balance between ride comfort and handling given its stated aims. It’s quite soft in town, with a long-legged feeling that helps keep speed bumps, potholes, and pimply city streets at bay.

It occasionally feels a bit floaty, but that’s a trade-off we’d wager most people are willing to make to keep the kids comfy.

With light steering and solid all-round visibility it’s easy to place in tight spaces, and the cameras are so much better than before.

The tall tyre sidewalls are a handy defence against kerb strikes, along with helping to improve the ride comfort.

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At higher speeds the Kluger is a relaxed, comfortable cruiser. It’s very quiet at 100km/h on Australian coarse-chip highways, and the ride is excellent.

There’s plenty of performance to feel confident overtaking, even with a full load on board, and the engine hums along below 2000rpm in eighth gear at a cruise. Although it’s not as efficient as a lazy diesel engine (or the hybrid option), it is a more miserly option than the V6 it replaces.

Toyota’s driver assists are all nicely calibrated. The adaptive cruise keeps its gap to the car in front smoothly, and the lane-keep isn’t too hands-on. The adaptive cruise can be a bit conservative around sweeping highway bends though, slowing down when it’s really not necessary.