Main link to story: 2024 Toyota Land Cruiser First Drive: Is the Smaller, Cheaper Off-Road SUV Better?
https://www.motortrend.com/reviews/2024-toyota-land-cruiser-first-drive-review/
Toyota is quite effectively threading the needle with its latest Land Cruiser variant.
Scott EvansWriterRenz DimaandalPhotographerApr 16, 2024
In the beginning—which is 1951, to be clear—there was just the Land Cruiser. Two decades or so in, a “light-duty” model appeared, which would eventually take on the name Land Cruiser Prado. Until now, this distinction has been recognized by only Land Cruiser nerds, as the Prado was never sold in America as a Toyota (though later it was rebadged and sold stateside as the Lexus GX). Over the years, the Land Cruiser grew bigger—and here, more expensive—until Toyota decided not to bring the latest full-freight model to America in 2022. It has finally been replaced by this, the smaller 2025 Toyota Land Cruiser that the rest of the world calls the Prado. Is it still a real Land Cruiser?
The nerds will debate this until the end of time, but yes, Prados are real Land Cruisers. They’ve always been mechanically very similar to the full-size Land Cruisers, especially when you compare them to the 70 Series Land Cruisers still sold around the world (and date to the 1970s). Moreover, this new 250 Series Land Cruiser (Prado) and the larger 300 Series Land Cruiser (the direct replacement globally for the last full-size Land Cruiser sold here) now share the same platform. To us, any “real Land Cruiser” handwringing is just the modern version of complaining about coil springs instead of leaf springs, independent front suspension instead of two live axles, and a V-8 instead of an I-6, none of which ruined the full-size Land Cruiser in the ’80s and ’90s.
The automatic’s ratios and programming feel right for a truck, and it shifts far smoother than that five-speed ever did. It’s backed by a proper two-speed transfer case and retains a full-time four-wheel-drive system, and there are locking center and rear differentials. Toyota has shelved the KDSS automatic front and rear anti-roll bar disconnect system with a simpler manual disconnect system on the front axle only. KDSS and e-KDSS are now exclusive to Lexus, so check out the new GX if you don’t want to have to push a button to decouple the front anti-roll bar.
There’s a bit of squirm in the upper trims’ chunky all-terrain tires when you turn the wheel, but more than anything you’ll notice all the body roll, pitch, and dive you’d expect from a tall, trucky SUV. Both the grip and precision are higher than the body movements lead you to expect, which makes it surprisingly fun to drive on the road. All that body motion really makes you feel like you’re hustling it around a corner even at the speed limit, something you won't experience in your average two-row SUV.
Unsurprisingly, a tall, boxy SUV with all-terrain tires isn’t the quietest inside. There’s always a thrum from the rubber as you’re driving, and at freeway speeds it’s joined by wind noise from the blocky door mirrors and upright windshield. On a calm day, the interior noise is tolerable at 80 mph, but if there’s even a bit of wind, you’ll need to speak very loudly to be heard by the front-seat passenger.
At least the cabin’s a nice place to be. It looks nothing like the old 200 Series, which is fine, nor does it resemble the newest 4Runner or Tacoma, which is even better. There are still physical controls for nearly everything, and you can decide whether you want to pay for big screens or not as they’re part of a package. All of the screen options run Toyota’s latest software, which renders the driver’s display too complicated and the center touchscreen a smidge too simplistic.
Retaining its “golden ratio” 112.2-inch wheelbase—Toyota's idealized balance of the wheelbase and other dimensions for off-road performance and on-road tolerability—the Land Cruiser’s interior is just about as roomy as the old 200 Series despite being smaller on the outside. The higher roof, in particular, helps impart an airy feeling. No third row will be offered in the U.S., either, so the cavernous cargo area also lends an impression of excess space. Curiously, there are still cupholders molded into the cargo area for the third row sold in other markets. They might be useful if you plan to sleep in the back of your Land Cruiser.
Eschewing all the bells and whistles, the 1958 Edition gets smaller screens, manually adjustable cloth seats, and no fancy electronic off-road assists. It keeps the right stuff, namely full-time four-wheel drive and locking center and rear differentials, plus skidplates and tow hooks, in case you need them. And you might, because the standard tire is narrower and more street-focused, not a true all-terrain like on other trims.
The 1958 pulls off the basic-as-charming trick well, though, hiding its modernity behind the budget-signaling cloth and that throwback grille and round headlights (other LCs wear rectangular lamps). It still comes with essentials like wireless Apple CarPlay and Android Auto, heated front seats, three-zone automatic climate control, a half-dozen USB-C ports, and a 2,400-watt AC inverter and three-prong outlet, so you’re not exactly roughing it.
In fact, the 1958’s actually more pleasant to drive than the other models thanks in part to its pavement-friendlier tires. They’re practically silent on the highway—unlike the all-terrains and their omnipresent din—and make the steering slightly sharper. Knowing these tires, when combined with the purely mechanical off-road tools on hand, can go farther off-road than most folks will ever need to, the 1958 feels like all the Land Cruiser you need.
If you were hoping this would mean better approach, breakover, and departure angles, you’re going to be somewhat disappointed. Approach drops from 32 degrees to 31 despite a shorter overhang, and departure falls from 24 degrees to 22. Breakover, at least, improves from 21 degrees to 23, so you’re less likely to get hung up on things. Ground clearance shrinks to 8.3 inches from 9.1 inches, something you’ll likely notice if or when you utilizing the skidplates. It looks like you could fit taller tires without modification, and the aftermarket will no doubt provide a suspension lift solution soon enough. Weather prevented us from doing any serious off-roading during our test drive, but the Land Cruiser cruised easily down a tame trail we found.
Weighing 800 pounds less than the 200 Series and blessed with that on-demand torque, the new Land Cruiser feels considerably quicker. We think the 0–60-mph time will drop by nearly a second, making it the quickest Cruiser ever, despite half the cylinder count of the old V-8. Even so, the EPA says the new Land Cruiser will do 22/25/23 mpg city/highway/combined—far better than the V-8-powered model’s 13/18/15 mpg—but during our drive in the countryside we struggled to approach 18 mpg average as reported by the onboard computer.
We’re not too concerned about reliability, a Land Cruiser calling card. Toyota's been perfecting hybrids for decades and is the industry leader, and its four-cylinder engine and four-wheel-drive expertise goes back decades farther. Yes, the under-stressed I-6 and V-8 engines are simple and reliable, but this is the least sophisticated and least complicated way to hybridize a combustion powertrain, so we’re willing to give Toyota the benefit of the doubt.
If you’re a longtime Land Cruiser fan who’s been priced out of the market, this is a welcome markdown even if it’s technically a different vehicle. For those hoping the Land Cruiser’s switch to Prado basis would net a bargain off-roader, the MSRPs are disappointing. Toyota-intending wheelers on a budget will probably stop looking past the 4Runner. And those with means might stroll past the Land Cruiser on their way to a Lexus lot, where the new GX that combines the same platform with a twin-turbo V-6 starts at $64,250. Toyota is no doubt banking on the Land Cruiser name and style to keep buyers from crossing over, but its proliferating SUV offerings are starting to bump elbows.
Speaking of, it’s the question on every armchair product planner’s mind. How does Toyota sell two SUVs with legendary names that are now essentially the same vehicle? The Land Cruiser and 4Runner are now on the same platform, are basically the same in every dimension but height (the Land Cruiser is 6 inches taller), and are powered by the same hybrid powertrain. Beyond styling, what is there to separate them?
We asked Toyota’s marketing people, but they don’t know yet; they’re still working on that one right down to the wire, it seems. After spending time with both, though, each has its own personality shaped by its predecessors that still shines through. The 4Runner is the wild, rambunctious hooligan in search of hardcore off-roading. It wants to climb rocks and race down desert paths.
By contrast, the Land Cruiser feels a bit more serious and mature. It’s the one you’d want to take on a transcontinental off-road expedition, for going slow and steady. It feels utilitarian, its price notwithstanding. It’s less luxurious than the last two generations, which is fine, since those never felt like they should’ve been as fancy or expensive as they were given how they’re sold elsewhere in the world. Off-roaders have long pined for the plain U.N.-spec Land Cruisers, and the new one brings that commercial-grade chic to the fore.
With such distinct vibes, the 4Runner and Land Cruiser seem like two branches of the same tree. People who find themselves drawn to one are unlikely to be tempted by the other. The likelihood of the Land Cruiser being priced $10,000 higher should also help buyers of each self-select.
https://www.motortrend.com/reviews/2024-toyota-land-cruiser-first-drive-review/
2024 Toyota Land Cruiser First Drive: Is the Smaller, Cheaper Off-Road SUV Better?
Toyota is quite effectively threading the needle with its latest Land Cruiser variant.
Scott EvansWriterRenz DimaandalPhotographerApr 16, 2024
In the beginning—which is 1951, to be clear—there was just the Land Cruiser. Two decades or so in, a “light-duty” model appeared, which would eventually take on the name Land Cruiser Prado. Until now, this distinction has been recognized by only Land Cruiser nerds, as the Prado was never sold in America as a Toyota (though later it was rebadged and sold stateside as the Lexus GX). Over the years, the Land Cruiser grew bigger—and here, more expensive—until Toyota decided not to bring the latest full-freight model to America in 2022. It has finally been replaced by this, the smaller 2025 Toyota Land Cruiser that the rest of the world calls the Prado. Is it still a real Land Cruiser?
The nerds will debate this until the end of time, but yes, Prados are real Land Cruisers. They’ve always been mechanically very similar to the full-size Land Cruisers, especially when you compare them to the 70 Series Land Cruisers still sold around the world (and date to the 1970s). Moreover, this new 250 Series Land Cruiser (Prado) and the larger 300 Series Land Cruiser (the direct replacement globally for the last full-size Land Cruiser sold here) now share the same platform. To us, any “real Land Cruiser” handwringing is just the modern version of complaining about coil springs instead of leaf springs, independent front suspension instead of two live axles, and a V-8 instead of an I-6, none of which ruined the full-size Land Cruiser in the ’80s and ’90s.
What Else Is New?
To be fair, the new, smaller size isn’t the only change to consider. This new Land Cruiser is also a hybrid. The old V-8 and ancient five-speed automatic are long gone, hardly a surprise these days, and in their place sits a turbocharged four-cylinder hybrid that makes 55 fewer horsepower but 64 more pound-feet of torque for a total of 326 hp and 465 lb-ft, along with a modern eight-speed automatic. The same I-4 is in the Tacoma pickup, and the hybrid component is simple, with a 48-hp electric motor crammed between the engine and transmission fed by a small battery under the rear seats.The automatic’s ratios and programming feel right for a truck, and it shifts far smoother than that five-speed ever did. It’s backed by a proper two-speed transfer case and retains a full-time four-wheel-drive system, and there are locking center and rear differentials. Toyota has shelved the KDSS automatic front and rear anti-roll bar disconnect system with a simpler manual disconnect system on the front axle only. KDSS and e-KDSS are now exclusive to Lexus, so check out the new GX if you don’t want to have to push a button to decouple the front anti-roll bar.
Windows Down and Cruise
It may be new, but the Land Cruiser certainly still feels like a body-on-frame truck from behind the wheel. The steering is light and devoid of feel, with only engine vibrations traveling up the steering column. Those shimmies and shudders you’re used to still make their way through to the cabin; the ride is quite nice otherwise, though, and the truck feels sturdy enough you could go barreling down a dirt road without fear of breaking anything or rattling something loose.There’s a bit of squirm in the upper trims’ chunky all-terrain tires when you turn the wheel, but more than anything you’ll notice all the body roll, pitch, and dive you’d expect from a tall, trucky SUV. Both the grip and precision are higher than the body movements lead you to expect, which makes it surprisingly fun to drive on the road. All that body motion really makes you feel like you’re hustling it around a corner even at the speed limit, something you won't experience in your average two-row SUV.
Unsurprisingly, a tall, boxy SUV with all-terrain tires isn’t the quietest inside. There’s always a thrum from the rubber as you’re driving, and at freeway speeds it’s joined by wind noise from the blocky door mirrors and upright windshield. On a calm day, the interior noise is tolerable at 80 mph, but if there’s even a bit of wind, you’ll need to speak very loudly to be heard by the front-seat passenger.
At least the cabin’s a nice place to be. It looks nothing like the old 200 Series, which is fine, nor does it resemble the newest 4Runner or Tacoma, which is even better. There are still physical controls for nearly everything, and you can decide whether you want to pay for big screens or not as they’re part of a package. All of the screen options run Toyota’s latest software, which renders the driver’s display too complicated and the center touchscreen a smidge too simplistic.
Retaining its “golden ratio” 112.2-inch wheelbase—Toyota's idealized balance of the wheelbase and other dimensions for off-road performance and on-road tolerability—the Land Cruiser’s interior is just about as roomy as the old 200 Series despite being smaller on the outside. The higher roof, in particular, helps impart an airy feeling. No third row will be offered in the U.S., either, so the cavernous cargo area also lends an impression of excess space. Curiously, there are still cupholders molded into the cargo area for the third row sold in other markets. They might be useful if you plan to sleep in the back of your Land Cruiser.
Take Me Back to 1958
If you’re the type to see the Land Cruiser as a beast of burden, or you’re just not into all the technology on modern vehicles, the 1958 edition is calling your name. Named for the year a Land Cruiser was first imported to the U.S., it’s the cheapest new Land Cruiser dressed up with a cute moniker but otherwise dressed down, content-wise.Eschewing all the bells and whistles, the 1958 Edition gets smaller screens, manually adjustable cloth seats, and no fancy electronic off-road assists. It keeps the right stuff, namely full-time four-wheel drive and locking center and rear differentials, plus skidplates and tow hooks, in case you need them. And you might, because the standard tire is narrower and more street-focused, not a true all-terrain like on other trims.
The 1958 pulls off the basic-as-charming trick well, though, hiding its modernity behind the budget-signaling cloth and that throwback grille and round headlights (other LCs wear rectangular lamps). It still comes with essentials like wireless Apple CarPlay and Android Auto, heated front seats, three-zone automatic climate control, a half-dozen USB-C ports, and a 2,400-watt AC inverter and three-prong outlet, so you’re not exactly roughing it.
In fact, the 1958’s actually more pleasant to drive than the other models thanks in part to its pavement-friendlier tires. They’re practically silent on the highway—unlike the all-terrains and their omnipresent din—and make the steering slightly sharper. Knowing these tires, when combined with the purely mechanical off-road tools on hand, can go farther off-road than most folks will ever need to, the 1958 feels like all the Land Cruiser you need.
Cruise the Land
A long-running critique of the 100 and 200 Series Land Cruisers has been their size and weight, and the new one addresses only the latter. Although it looks considerably smaller, it’s only 1.1 inch shorter in length, the same width, and only 2.1 inches shorter in height than the old full-size version.If you were hoping this would mean better approach, breakover, and departure angles, you’re going to be somewhat disappointed. Approach drops from 32 degrees to 31 despite a shorter overhang, and departure falls from 24 degrees to 22. Breakover, at least, improves from 21 degrees to 23, so you’re less likely to get hung up on things. Ground clearance shrinks to 8.3 inches from 9.1 inches, something you’ll likely notice if or when you utilizing the skidplates. It looks like you could fit taller tires without modification, and the aftermarket will no doubt provide a suspension lift solution soon enough. Weather prevented us from doing any serious off-roading during our test drive, but the Land Cruiser cruised easily down a tame trail we found.
Save the Fuel?
Yes, it’s a hybrid now, but save the Prius jokes because, like other Toyota trucks, it feels tuned for power, not economy. Unlike most of Toyota’s car-based hybrids, which blend two electric motors with the engine via a planetary continuously variable automatic transmission—you know, the combination that makes mooing sounds—the Land Cruiser gets the truckier version with a single large electric motor integrated into the transmission, which dumps torque into the drivetrain every time you touch the throttle. The torque fill helps the drivetrain feel far more responsive at all times, but especially at low engine speeds when the turbo hasn’t spooled.Weighing 800 pounds less than the 200 Series and blessed with that on-demand torque, the new Land Cruiser feels considerably quicker. We think the 0–60-mph time will drop by nearly a second, making it the quickest Cruiser ever, despite half the cylinder count of the old V-8. Even so, the EPA says the new Land Cruiser will do 22/25/23 mpg city/highway/combined—far better than the V-8-powered model’s 13/18/15 mpg—but during our drive in the countryside we struggled to approach 18 mpg average as reported by the onboard computer.
We’re not too concerned about reliability, a Land Cruiser calling card. Toyota's been perfecting hybrids for decades and is the industry leader, and its four-cylinder engine and four-wheel-drive expertise goes back decades farther. Yes, the under-stressed I-6 and V-8 engines are simple and reliable, but this is the least sophisticated and least complicated way to hybridize a combustion powertrain, so we’re willing to give Toyota the benefit of the doubt.
Land Is Expensive
The Land Cruiser has been pricey in the U.S. market for decades now, and although we’re glad the new one is considerably less expensive, it ain’t cheap. At $57,345 to start, it’s still $10,000 more than the average transaction price of a new vehicle in America today, and that only gets you the stripped-down 1958 model. If you want all the off-road and on-road goodies, it starts at $63,345. For comparison, the outgoing 4Runner started at $41,800 (pricing for the new one hasn’t been released, but we’re expecting it to go up a few thousand dollars).If you’re a longtime Land Cruiser fan who’s been priced out of the market, this is a welcome markdown even if it’s technically a different vehicle. For those hoping the Land Cruiser’s switch to Prado basis would net a bargain off-roader, the MSRPs are disappointing. Toyota-intending wheelers on a budget will probably stop looking past the 4Runner. And those with means might stroll past the Land Cruiser on their way to a Lexus lot, where the new GX that combines the same platform with a twin-turbo V-6 starts at $64,250. Toyota is no doubt banking on the Land Cruiser name and style to keep buyers from crossing over, but its proliferating SUV offerings are starting to bump elbows.
Speaking of, it’s the question on every armchair product planner’s mind. How does Toyota sell two SUVs with legendary names that are now essentially the same vehicle? The Land Cruiser and 4Runner are now on the same platform, are basically the same in every dimension but height (the Land Cruiser is 6 inches taller), and are powered by the same hybrid powertrain. Beyond styling, what is there to separate them?
We asked Toyota’s marketing people, but they don’t know yet; they’re still working on that one right down to the wire, it seems. After spending time with both, though, each has its own personality shaped by its predecessors that still shines through. The 4Runner is the wild, rambunctious hooligan in search of hardcore off-roading. It wants to climb rocks and race down desert paths.
By contrast, the Land Cruiser feels a bit more serious and mature. It’s the one you’d want to take on a transcontinental off-road expedition, for going slow and steady. It feels utilitarian, its price notwithstanding. It’s less luxurious than the last two generations, which is fine, since those never felt like they should’ve been as fancy or expensive as they were given how they’re sold elsewhere in the world. Off-roaders have long pined for the plain U.N.-spec Land Cruisers, and the new one brings that commercial-grade chic to the fore.
With such distinct vibes, the 4Runner and Land Cruiser seem like two branches of the same tree. People who find themselves drawn to one are unlikely to be tempted by the other. The likelihood of the Land Cruiser being priced $10,000 higher should also help buyers of each self-select.
| 2024 Toyota Land Cruiser Specifications | |
| BASE PRICE | $57,345-$76,345 |
| LAYOUT | Front-engine, 4WD, 5-pass, 4-door SUV |
| ENGINE | 2.4L 326-hp 465-lb-ft turbo DOHC 16-valve I-4, plus 48-hp NA-lb-ft electric motor; 326 hp 465 lb-ft comb |
| TRANSMISSION | 8-speed auto |
| CURB WEIGHT | 5,050 lb (mfr) |
| WHEELBASE | 112.2 in |
| L x W x H | 193.8 x 77.9 x 76.1 in |
| 0–60 MPH | 6.0 sec (MT est) |
| EPA FUEL ECON | 22/25/23 mpg |
| EPA RANGE, COMB | 412 miles |
| ON SALE | Now |
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