2026 Toyota LandCruiser 300 Performance Hybrid review: Quick drive

Toyota has long spruiked a 'multi-pathway' approach to reducing emissions, and now even the iconic LandCruiser has been swept up in the shift to electrification.

In this case, that means hybridisation – but not the variety you typically associate with the Toyota badge.

Instead, this new 300 Series is dubbed a 'Performance Hybrid', because it prioritises extra muscle over fuel savings, with a slight reduction in CO2 emissions coming as a byproduct.

The result is the most powerful LandCruiser ever sold, and also the dearest, as hybrid power is limited to the top two variants: GR Sport and Sahara ZX.

So, is it worth emptying your wallet for this beefier family off-roader? Let's break it down, starting with that lofty price tag.

How much does the Toyota LandCruiser 300 Series cost?

The GR Sport hybrid is priced at $156,060 before on-road costs and the Sahara ZX hybrid at $156,810 plus ORCs, up $8900 on their V6 diesel-powered counterparts.

That makes the hybrid Sahara ZX on test here the most expensive LandCruiser to grace this planet.

As such, it's up against some serious competition in the large, rugged SUV segment. Similarly priced alternatives include the V8-powered GMC Yukon Denali ($174,990 plus ORCs) and Land Rover Defender 110 (from $103,770), while the Nissan Patrol Warrior ($110,660), Denza B8 (from $91,000), and Ineos Grenadier (from $106,000) can all be had for far less money.

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

What is the Toyota LandCruiser 300 Series like on the inside?

With the 300 Series, what you see is what you get.

The cabin isn't particularly flashy, especially for circa-$160k, but the layout is comfortingly conventional and it doesn't take long to get your head around all the controls.

In front of the driver sits a chunky leather steering wheel worthy of such a substantial vehicle. It's unpretentious, dotted with clearly labelled buttons dedicated to audio, instrument cluster, and cruise adjustments.

The same can be said of the centre stack, which comprises a basic climate control display, associated buttons and toggle switches, plus additional low-set switchgear linked to drive modes. Again, it's all self-explanatory, albeit not overly pretty.

Neither is the gear selector, a traditional, mechanical shifter that rises high from the wide middle console.

The front seats are similarly wide, conservatively bolstered and trimmed in soft, squidgy leather. Both the pews and tiller are power-adjustable, so it's easy to find a comfortable driving position.

In many ways, driving the LandCruiser is like flying Business class – although last time I checked, the front seats in a Boeing 787 Dreamliner weren’t heated or cooled.

Business, not First, is the key distinction here, because the LandCruiser Performance Hybrid doesn't quite feel like a bona-fide luxury SUV, even in flagship Sahara ZX trim.

The interior materials are partly responsible for that. While the leather-trimmed seats and steering wheel are premium items, they're surrounded by lots of plastic, some featuring fake stitching which cheapens the overall presentation.

The LandCruiser also cedes some ground to upmarket rivals in the technology department, at least up front.

Buyers of go-anywhere 4x4s aren't necessarily looking for an iPad on wheels, but Toyota's 12.3-inch infotainment touchscreen is relatively basic by modern standards, offering wireless smartphone mirroring, connected services (including navigation), and not much else.

That said, the interface isn't overwhelming, and upgrades rolled out last year ensure the LandCruiser no longer feels as dated as it once did.

Performance Hybrid variants also come standard with an identically sized instrument display, as well as a head-up display that provides better visibility of key driving information when you're negotiating tricky terrain. We weren't able to sample the 14-speaker JBL sound system during this brief drive, nor test the USB-C, 12V, and wireless charging options.

Cabin storage is plentiful. The armrest compartment seemingly stretches down to the centre of the earth, while the doors and glovebox are likewise capacious. In this sense, you definitely get what you pay for.

It doesn't necessarily feel like that behind the front seats, though.

The first glaring issue is that Performance Hybrid variants are offered only with a five-seat layout. If you want a hybrid with seven seats, you’ll need to step up to the LandCruiser's fancier Lexus LX700h cousin, the lone three-row variant of which is priced at $199,800 before on-roads – ouch.

What's more, the second row is tight relative to the length of the car. You'd expect to fit five adults in such an enormous vehicle without issue, not have them complain about a lack of legroom as I (185cm tall) did when sitting back there behind my own driving position. The rear bench doesn't slide, either, so there's no way around this.

Headroom is adequate, although the single-pane sunroof doesn’t extend back to the second row, leaving it feeling a bit cosy under the black headlining found in both LandCruiser Performance Hybrid variants.

One unintended benefit of this is that rear passengers can better view the large entertainment units attached to each seatback – a feature exclusive to the Sahara and Sahara ZX. The dual screens operate independently, so they can display different content simultaneously, and headphone jacks are on hand for private audio output.

There are other ways to relax in the back of the LandCruiser, namely by enjoying the pillowy, heated and cooled outboard seats.

Other rear amenities include two sets of air vents with climate control, USB-C outlets, a 12V socket, and several storage options.

While it's disappointing you can't get the Performance Hybrid with a third row, the upshot is an enormous boot.

Under the rear of the car you'll find a full-size spare wheel that sits a little lower than usual due to the positioning of the high-voltage battery.

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

What's under the bonnet?

The i-Force Max hybrid powertrain, also seen in the Tundra pickup, combines a twin-turbo 3.4-litre petrol V6 with a single electric motor-generator placed between the engine and the 10-speed automatic transmission. A 1.8kWh nickel metal hydride (NMH) battery sits at the rear, necessitating the relocation of the spare wheel.

Total system outputs are up 114kW and 90Nm on the 3.3-litre turbo-diesel V6 that powers the rest of the 300 Series lineup.

However, despite gaining electric assistance, the hybrid actually consumes more fuel than diesel-powered variants, hence its 'Performance Hybrid' billing.

Both LC300 hybrid variants retain a full-time four-wheel drive system, while the Sahara ZX is equipped with a Torsen limited-slip rear differential and the GR Sport comes with locking front and rear differentials, plus electronically controlled E-KDSS suspension.

Braked towing capacity remains 3500kg, and payload is relatively unaffected.

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

How does the Toyota LandCruiser 300 Series drive?

On the road, the LandCruiser drives like a big, comfy freight train.

As in all other LC300s, you sit much higher than normal traffic, perched up with a commanding view of both a long, scooped-out bonnet and the road ahead.

There's also a fair chance you're moving faster than surrounding vehicles, as the Performance Hybrid pulls harder than any LandCruiser ever has before. Electric assistance helps to get it moving quicker from a standstill, and there's no shortage of overtaking power when you're travelling at higher speeds.

The twin-turbo V6 makes a nice noise, too, encouraging you to stretch its legs whenever possible.

However, with great power comes great responsibility, and hauling up a 2.7-tonne LandCruiser requires some forward planning.

That's especially true considering the heavier, more powerful Performance Hybrid variants use the same brake package as the diesel, so you're always conscious of the vehicle's sheer size and weight from behind the wheel.

Having only driven on quiet, flowing country roads, I can only imagine how much of a handful the LandCruiser might be in the city, although the introduction of lighter electric power steering helps with its manoeuvrability.

Out of town, though, this behemoth is certainly in its element. The Sahara ZX covers country kilometres with ease, riding on cushy passive suspension that takes the edge off harsh ruts and potholes.

There's some float over larger undulations, but that's part of the LandCruiser experience. As is secure, rather than sharp handling.

You'd also expect superb refinement from Toyota's most expensive SUV, so I was a little let down by the prominence of wind whistle around the side mirrors when cruising. Otherwise, the report card is mostly positive.

After roughly an hour of highway running we arrived at Scenic Rim Adventure Park, where the tarmac turned to dirt and the LandCruiser could show off the other side of its skill set.

Unsurprisingly, it's still supremely capable off-road.

We only drove the more road-focused Sahara ZX, which misses out on front and rear locking differentials, but that didn't stop it from breezing through a set of tricky trails.

And, to be fair, you still get full-time 4WD with low range, dedicated terrain modes, and crawl control.

The hybrid Sahara ZX therefore makes light work of loose or slippery terrain, with tractable electric torque helping it claw through sticky sections without much fuss.

More technical obstacles pose a slightly greater challenge, as packaging the LandCruiser's hybrid battery has reduced ground clearance by 14mm. Even so, it can still tackle water crossings up to 700mm deep, and retains greater clearance than the B8, Yukon Denali and Defender 110 variants without air suspension.

Off-roading isn't just about outright capability; it's also about the enjoyment of said capability.

On that front, the LandCruiser impresses. It's comfortable over rough ground, able to absorb sharp hits and surface changes without shaking occupants to pieces.

Feather-light electric power steering also takes much of the arm work out of low-speed twists and turns. Purists may miss the feel of older LandCruisers with hydraulic steering, but others will appreciate the extra assistance.

Less welcome are the overly sensitive proximity sensors, which regularly sound out shrill warnings when you're working in tight confines.

There's also pronounced differential whine in low range, slightly undermining the otherwise relaxed off-road experience.

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

What do you get?

In addition to their petrol-electric powertrain, Performance Hybrid versions of the 300 Series also switch from hydraulic to electric power steering assistance, gain an upgraded 200V/1500W rear auxiliary power outlet capable of powering small electrical appliances, and feature a 40:20:40-split/folding rear bench seat.

2026 Toyota LandCruiser GX equipment highlights:

• 17-inch steel wheels
• LED headlights with manual levelling
• Automatic high-beam
• Crawl control
• Hill descent control
• Proximity entry with push-button start
• Dual-zone climate control
• Black fabric upholstery
• 60:40-split/folding second-row seats
• Vinyl flooring
• Rubber floor mats
• One-touch power windows (all doors)
• 7.0-inch instrument cluster screen
• 8.0-inch infotainment touchscreen
• Wireless Apple CarPlay and Android Auto
• 6-speaker sound system

It’s also the only variant to come standard with a snorkel.

GXL adds:

• 18-inch alloy wheels
• Projector bi-LED headlights with auto-levelling and headlight washers
• LED front fog lights
• Variable intermittent wipers
• Rear privacy glass
• Side steps
• Black faux-suede upholstery
• Eight-way power-adjustable driver’s seat
• Quad-zone climate control
• Centre console cool box
• Wireless phone charger
• LED front interior light
• Carpeted flooring
• 40:20:40-split/folding second-row seats

VX adds:

• LED rear indicators
• Rain-sensing wipers
• Puddle lights
• Vehicle Dynamics Integrated Management
• Sunroof
• Leather-accented shifter
• Woodgrain and leatherette inlays
• Black leatherette upholstery
• • Beige available as no-cost option
• Power-adjustable steering wheel
• Power driver’s seat lumbar adjustment
• Eight-way power-adjustable passenger seat
• Heated and ventilated front seats
• Second-row centre armrest
• Rear LED interior lights
• LED door courtesy lights
• Carpeted floor mats
• Remote power windows
• Four-zone climate control
• 12.3-inch digital instrument cluster
• 12.3-inch infotainment touchscreen
• • Includes HDMI port
• Satellite navigation
• 10-speaker sound system
• Power tailgate

Sahara adds:

• Sequential turn signals – front and rear
• Head-up display
• Heated steering wheel
• Black leather upholstery
• • Beige available as no-cost option
• Heated and ventilated outboard second-row seats
• Driver’s seat memory
• Power-folding third row
• 14-speaker JBL sound system
• Dual rear-seat entertainment system

GR Sport adds:

• 18-inch black-finish alloy wheels
• Unique grille with Toyota wordmark
• Adaptive high-beam
• Adaptive variable suspension
• Locking front and rear differentials
• Carbon-look steering wheel, centre console and door trim
• Tailgate puddle lamp

Sahara ZX adds (over Sahara):

• 20-inch alloy wheels
• Illuminated side steps
• Hands-free power tailgate
• Rear torque-sensing limited-slip differential
• Black and rose interior available

Performance Hybrid variants add:

• Electric power steering
• Electric climate control compressor
• 200V/1500W rear auxiliary power outlet
• 40/20/40 split-folding rear bench

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

Is the Toyota LandCruiser 300 Series safe?

All LandCruiser 300 variants bar the GR Sport wear a five-star ANCAP safety rating based on testing conducted in 2022.

Standard safety equipment includes:

• 10 airbags
• Autonomous emergency braking
• Pedestrian detection
• Daytime cyclist detection
• Adaptive cruise control
• Lane departure warning
• Lane-keep assist (brake-based)
• Speed sign recognition
• Blind-spot monitoring (GXL and up)
• Rear cross-traffic alert (GXL and up)
• Lane Trace Assist (lane centring; VX and up)
• Reversing camera
• Multi-Terrain Monitor with surround-view camera (VX and up)
• Front and rear parking sensors (GXL and up)
• Rear parking support brake (VX and up)
• Trailer sway control

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

How much does the Toyota LandCruiser 300 Series cost to run?

As with other LandCruiser variants, the Performance Hybrids are backed by Toyota's standard five-year, unlimited-kilometre warranty.

Servicing is required every six months/10,000, or about twice as often as most other large SUVs. Maintenance isn't cheap, either, at $450 per visit.

As a result, you'll pay $4500 to service a 300 Series over five years, compared to around $2500 for a Patrol or $3500 for a B8.

However, the LandCruiser – like just about all Toyotas – retains more of its purchase value come resale time, protecting the investment of owners.

To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool

CarExpert's Take on the Toyota LandCruiser 300 Series Performance Hybrid

Driving a diesel 300 Series, you feel like the king of the road. In this, you feel like a god.

The combination of thrust and refinement delivered by the i-Force Max powertrain sets the Performance Hybrid apart from other LandCruiser variants and rivals including the outgoing V8 Patrol, Ineos Grenadier, and non-V8 versions of the Defender 110. The Denza B8, GMC Yukon and V8-powered Defenders remain more muscular, though, at least on the road.

Yet at the same time, the hybridised LandCruiser still delivers the cushy, controlled character expected of a large Toyota 4x4. There’s little in the way of compromise to its well-documented towing and off-road capability, either.

The lack of a seven-seat option is the bigger trade-off, especially in a vehicle many buyers still expect to serve as a family hauler.

Even so, if you're already shopping at the very top end of LandCruiser town, it makes sense to spend a little more for one of the electrified variants.

That said, Toyota customers expect high levels of reliability, and the twin-turbo petrol V6 underpinning the Performance Hybrid has had a rocky start overseas, with Toyota recalling around 270,000 related Toyota Tundra, Lexus LX and Lexus GX models in the US since 2024 over engine-related issues.

That would normally be cause for concern, although hybrid i-Force Max variants have so far been excluded from those recall campaigns. As such, there's little concrete evidence to suggest the hybrid system will be problematic going forward.

Still, buyers wanting maximum peace of mind may be more inclined to gravitate towards the simpler, proven diesel setup. Those who rarely venture beyond the suburbs won't be as bothered.

In that context, the Performance Hybrid is best thought of as the most desirable 300 Series to drive, while the oil-burner remains the comfort pick for traditional LandCruiser buyers.

Not sold on either? I don't blame you, given current values. If that's the case, the B8 is the obvious value play, the Defender 110 remains a strong alternative, and the new Y63 Nissan Patrol is worth waiting for.

CarExpert can save you thousands on a new Toyota LandCruiser 300. Click here to get a great deal.

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MORE: Explore the Toyota LandCruiser 300 showroom