Toyota Landcruiser Showroom

Toyota Landcruiser

$92,681 - $141,481* MRLP

If you've travelled around Australia, one thing stands out more than any other in every corner of the country: the Toyota LandCruiser. Be it the hard-working 70 Series ute, wagon or troop carrier, or the family-friendly 300 Series, the legendary LandCruiser is a reassuring fixture on Aussie roads.

Latest Toyota Landcruiser ratings breakdown

6.8

Performance
7.1
Safety Technology
5.0
Ride Quality
7.0
Infotainment & Connectivity
6.0
Handling & Dynamics
6.8
Energy Efficiency
7.0
Driver Technology
6.0
Value for Money
7.0
Interior Comfort & Packaging
7.2
Fit for Purpose
9.0
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What we love

  • -Infinite torque offers lazy and effortless response
  • -Good driving position. Not broke, don’t fix etc
  • -Buckets of character make it a heap of fun
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What we don't

  • -A true time machine, but not always in a good way
  • -Very firm ride around town
  • -You can’t buy one even if you want to
2022 Toyota LandCruiser 76 Series GXL review
Review | 29 Oct 2022

6.8

It’s one of the oldest cars on sale, and yet one of the hardest to get your hands on. So what makes the Toyota LandCruiser so popular?
2022 Toyota LandCruiser 79 Series cab chassis review
Review | 19 Sep 2022

6.3

Australia's oldest new four-wheel drive on the market proves its worth, however, its main strength and appeal is also its major weakness.
2022 Toyota LandCruiser 300 v 2022 Lexus LX: Spec comparison
Comparison | 21 Apr 2022
It's a family face-off. The 2022 Toyota LandCruiser 300 needs no introduction, but the 2022 Lexus LX is an all-new model for the luxury brand with some important differences and considerations. And now that the LandCruiser has climbed up in both pricing and specification, the fight between these two has never been closer.
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2022 Toyota LandCruiser 300 GX review
Review | 1 Mar 2022

8.2

How does the 2022 Toyota LandCruiser entry model stack up in everyday life? Drive gets behind the wheel to see if it's a hit or miss.

Toyota Landcruiser Specs:

Variant (1 available)
Image: 2022 Toyota LandCruiser GR Sport. Model features may vary.
Image: 2022 Toyota LandCruiser GR Sport. Model features may vary.
Price
$92,681*
FuelType
Diesel
Transmission
10 Speed Sports Automatic
Drive Type
4XD
Engine
3.3DTT
Fuel Efficiency
8.9L / 100km
Variant (1 available)
Variant (1 available)
Select Variant (2 available)
Variant (1 available)

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Toyota LandCruiser 70 Series could swap V8 for four-cylinder power
New Models | 31 Jan 2023
The days of the V8-powered Toyota LandCruiser 70 Series may be numbered.
Toyota wait times expected to fall as it aims for record production in 2023
Industry Sales Results | 24 Jan 2023
Toyota is aiming for a record production total in 2023.
Australian company to build 8500 electric Toyota HiLux, LandCruiser utes for mining sites
news | 18 Jan 2023
Australian firm SEA Electric has signed a deal to supply local mines with 8500 electric Toyota HiLux and LandCruiser utes by 2028.
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25 years of 25 cars: The automotive icons which launched in 1998
news | 14 Jan 2023
Cult classics, milestone models and some forgotten imports are among the cars eligible for discounted 'historic' registration now they have turned 25 years old.
Our guide to the best cars you can now register on Club Permits | 2023 edition
Culture | 5 Feb 2023
Our pick of the the best cars that have become eligible for 25- and 30-year old historic vehicle registration in Australia in 2023?
Dear Drive... What's the difference between high-range and low-range four-wheel drive?
Advice | 21 Jan 2023
What's so important about low-range in a four-wheel drive? We've got the answers right here.
Dear Drive... what's the difference between full-time and part-time four-wheel drive?
Advice | 7 Jan 2023
All four-wheel drives aren't created equal. There are some interesting developments challenging the status quo.
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Dear Drive... Will we ever see a hybrid LandCruiser?
Advice | 30 Nov 2022
Just about every other Toyota has a hybrid option available. And there's a chance that the iconic LandCruiser could be Australia's first proper four-wheel drive with hybrid power.
2010 Toyota LandCruiser Troopcarrier: owner review
Owner Review | 17 Nov 2021
The Toyota Troopcarrier is the best work and fun vehicle ever. Owner: John Bennett
1988 Toyota Landcruiser: owner review
Owner Review | 4 Mar 2021
Well 33 years ago at 21 years old I decided I wanted a 4x4 ute so started looking around but back then just about everyone in the rural areas was driving a cruiser, so after a couple of conversations with the car yard fella I drove out with my new hj75 series ute. I honestly felt pretty good driving home until I hit my first hill and cars just started going around me, and I thought wow what have I done. But over time I learnt how to drive it properly and also learnt you don’t buy a cruiser for fuel economy, they’re designed for work and the old utes with the 2h engine can handle lots of work. By using the gears correctly I could get 700 kms to a tank back then which I thought was pretty good and I loved the 2nd tank. My first big test was when I headed from Victoria up to the Northern Territory for a new job, I found once up to top gear she cruised along pretty steady at 100 which is all I really wanted anyway, but I realised stock out of the showroom the tyres weren’t really suitable for off road work so half way up I had them changed over, and while there I had the suspension tweaked up a bit. I then worked out even with all my gear the aluminium tray was just too light so as soon as I could I changed it over to a steel tray. And apart from the addition of a winch she stayed like that until about 4 years ago when I decided to add a few extras for camping, like an awning etc. 33 years later I still own that original ute I bought in 88 and over the years we’ve been all round Australia together, including the Victorian high country numerous times, we’ve towed horse floats and tandem trailers all over the country and only now I’ve decided she deserves a bit of a rebuild, but she definitely owes me nothing and I reckon she will be mine as long as I can hold the steering wheel. Absolutely love my old cruiser Ute
1992 Toyota LandCruiser Sahara (4x4) review
Owner Review | 14 Mar 2020
I decided 15 yrs ago to become a bald nomad and needed a vehicle to tow a 7.2m euro caravan which I was in the process of buying. I researched what would be suitable in the 4 wheel drive Category and the Toyota 80 series stood out as a super reliable and capable vehicle especially the turbo diesel model After much research found a 1992 turbo diesel Sahara with 290,000kays and an impeccable service history, to some that would seem excessive kilometres but as history has proved the statement just run in is absolutely true and to top it off 15,000$ had just been spent on off-road gear, suspension, drawers bull bar,lights, Cb radio and a great stereo. I would say this has been the best vehicle I have ever owned and I have had a few being a car nut and 71yrs old. Over the years I have replaced most things that hang of the main mechanicals, alternator,radiator,batteries, rebuilt the turbo as a precaution and a new aircon compressor, the old girl is heading towards 600,000 kays and the motor is running as sweetly as when I bought it, rebuilt the injector pump and have done the injectors once. Some would say this would seem a lot of maintenance but any vehicle after 15yrs needs a lot of these things replaced and when you consider this vehicle has towed the caravan for 80,000k and done an awful lot of heavy duty off-road work and being the Sahara model is supremely comfortable and still marvel at how well it drives and handles, I am one happy camper and looking forward to the 1,000000k mark being reached, if I live that long !! I have thought about upgradiing to a later model cruiser and have a soft spot for a Lexus 470 with full Lexus service, which can be bought for a great price and A lot of them do not have huge mileage and have never towed anything more than a box trailer but the 80 is running so well and I have outfitted it with everything I need to live comfortably on the road, I think she will be with me until I go to the great camping ground in the sky.
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1999 Toyota Landcruiser Prado GXL (4x4) review
Owner Review | 21 Feb 2020
I always had a strong bias against 4WDs. Having grown up in the country, they were everywhere, so I knew how good they were, but I always thought that they’d be woefully out of place in anywhere more urban than the back of Woop-Woop. I’d also been trained to believe that any vehicle older than 10 years, anything with more than 100,000 kilometres, or anything not powered by diesel, was basically the devil – that they were downright unsafe, unreliable and uncomfortable. So imagine my surprise when, in September 2018, we ended up with a 1999 Toyota Prado GXL sitting in our urban driveway. The time had come to replace my partner’s 2000 Hyundai Accent which something more robust and more highway-friendly, and no option was off the table. It needed to be reasonably safe and reliable – anything else was pretty much secondary. Having debated and derided potential options for weeks, she half-jokingly suggested that our local highways were so bad that we almost needed a 4WD. Barely even an hour later, her grandparents informed us that they were giving up their touring lifestyle, selling their camper trailer and the Prado that they’d bought new almost 20 years ago. The same car that my partner, her brothers and her cousins had all been carted to kindergarten in. I had some serious reservations. Recalling my phobias for old cars and 4WDs, and my preference for diesel, this thing seemed like my worst nightmare. But we knew this car’s history, it had an emotional attachment for my partner… and it was an absolute bargain. It is the GXL grade, with a four-speed automatic and a 3.4L V6 petrol engine (5VZ-FE). When we were researching the car, the rated fuel economy of around 15 L / 100km nearly gave me a heart attack, but all accounts indicated that the engine itself was practically bulletproof. Plus… come on, it’s an old Toyota. Reliability: check. The car was purchased new in May 1999 for around $50,000, including an OEM bullbar (sold and branded by Toyota, but we think it was actually made by TJM). Over the years, the original owners added an extra 12V socket in the cargo area, BF Goodrich all-terrain tyres and a GME UHF radio (and we’ve added a more modern, Bluetooth-capable head unit). The original owners did around 300,000km, travelling around the country three times before parting with their vehicle. It has seen more than a few rough dirt roads, but not a whole lot of hardcore off-roading. It’s had a comparatively easy life since living with us, mostly being used as a daily driver in town and on the highway with no towing (and the odd 4WD track). As yet, we haven’t found a situation where it really struggles. I was worried that it would be far too big to drive comfortably around town, but it’s important to remember that cars in general have grown significantly since 1999. The Prado is 4.73m long with a kerb weight of 1840 kg, and is an 8-seater. For comparison, a Holden VF Commodore sedan – which one could assume is a much more sensible town car – is around 4.95m long with a kerb weight of 1790 kg, and can seat 5. Of course, the much newer Commodore has more technology and far more safety gear to add to its overall weight, but the dimensions of the Prado mean that it is surprisingly manoeuvrable for a large 4WD. We have removed the third-row seats in order to have more cargo space, and we have never once complained about the practicality of this thing. We have managed to fit a small dining set in the boot while carrying a passenger in the middle-row seats, and have also fit a three-seater IKEA couch in the back without any trouble at all. Driving around town is not the most comfortable experience, due to the firm suspension and the old-school body-on-frame chassis, but it’s also not outright uncomfortable. The car’s design means you feel the chassis underneath getting thrown around a lot more than what you can feel in the cab, which can take some getting used to. It should also be expected with this kind of vehicle – the suspension is designed for carrying heavy loads and for surviving rough tracks and trails out in the bush; something like a Kluger or RAV4 would have far better levels of on-road comfort at the expense of off-road ability. Cornering and handling leaves a bit to be desired – the steering is pretty wallowy with plenty of play in it, you will encounter a lot of body roll, and must be careful not to take corners or roundabouts too quickly especially when loaded up. Again, you kind of expect this in a car of this type, and unless you drive it like a Lamborghini, it’s unlikely that you’ll encounter any real problems. Parking is very rarely an issue in the Prado. The turning circle is very impressive for such a large vehicle, and visibility is excellent – which is good, because there are obviously no parking sensors or reversing cameras here (aftermarket ones would be easily installable). The only issue is the car’s tall stance and large rear-mounted spare tire can slightly impede visibility when reverse parking. The 3.4L V6 engine and four-speed automatic transmission has plenty of power for around-town duties. Throttle and engine response is excellent and, while it’s not exactly fast, you will most likely not have any issues taking off at the lights. Unfortunately, where this combination falls down is in fuel usage. This Prado comes from a time when fuel was half the price that it is in 2020, so it wasn’t really built with efficiency in mind. Depending on your driving style, expect to see between 15 and 20 litres per 100 km while driving in town. This might be acceptable if you’re used to, for example, an older six-cylinder car like a Commodore. For me, having come from a long line of fuel-efficient European diesels, it was (and remains) a tough pill to swallow. (Other engine options in the 90 Series include a 2.7L four-cylinder, which uses a bit less fuel but was only available on the base model, as well as a 3.0L turbo diesel which was introduced in March 2000. The diesel is reasonably popular, but by most accounts it’s slow and not as economical as you may expect.) Despite its capability in town, the Prado generally feels much more at home travelling on highways. Again, the 3.4L V6 engine is perfectly adequate with enough power in reserve to overtake except when travelling up a steep hill. The car performs best between 80 and 100 km/h, where the engine does not rev too high and tyre and wind noise is kept in check. The engine will happily sit around 2000 rpm at these speeds in fourth gear, and while fuel economy is better than in town, it’s still not great, using between 12 - 14 litres per 100 km. The two major reasons are the four-speed transmission, and the fact that the car has all the aerodynamics of a brick wall. The heavy steel bullbar on the front doesn’t help with fuel economy either, though you’d be thankful for its heft if you hit a kangaroo – especially since the car doesn’t have any airbags. (These were an option in 1999, and became standard on later models). At speeds above 100 km/h is where you will start to notice problems. Since fourth gear is as high as you can go, once you hit freeway speeds of 110 km/h you will be revving at closer to 2600 rpm, which means you’ll use more fuel. You also hear a lot more wind and tyre noise, although it’s still possible to hold a conversation without too much difficulty. The Prado also has cruise control, operated by a small stalk attached to the steering wheel. It operates as you’d expect, and is reasonably good at holding speed, but sometimes it can drop one too many gears and rev higher than you’d like when it tries to maintain speed uphill. Our Prado hasn’t had a lot of use off-road. We have taken it up to the snow twice since we’ve had it, and both times it has handled the conditions admirably. We could confidently trek through whiteout conditions at Mount Hotham (with legally-mandated snow chains fitted), and scaled some seriously muddy tracks at Mount Selma, with the only issue being a lack of driver training causing us to slide around a little bit. My one and only complaint is that driving on gravel roads at any sort of speed can occasionally be a little bit frightening – with no stability controls to speak of, you can occasionally feel the car skating across the gravel. Overall, this is a 20 year old 4WD, so we have to accept some compromises in driving it. The biggest issue is that the fuel economy is horrific. If you drive with a heavy right foot in town, you’ll quickly find yourself pushing 20 L/100km. On the highway it’s more reasonable, but still heavy by 2020 standards. The touring range is acceptable, given that you get 159 litres from a main and auxiliary tank (which gets us around 1000 km), but that means to fill the car from empty costs well over $200. The other significant issue is the safety, or lack thereof. We don’t feel unsafe while driving it – it feels big and sturdy, and the heavy bullbar on the front increases the feeling of safety – but there are no modern safety aids, no ESC, no ABS, and not even any airbags. Reliability for us has been very good – servicing is cheap and it is easy to work on, and beyond the regular oil and filter changes, we have only had to replace the timing belt. (This being of a non-interference design, it won’t nuke the engine if it does break.) The suspension has a few minor squeaks and rattles that will be looked at during its next service; when this happens we’ll be looking out for potential signs of front lower ball joint wear. This is the major common fault with these cars (and has been widely reported) – the front LBJs are of a poor design and can fail with use, at which point the wheel can separate from the car. Toyota issued a recall way back at the start of last decade, but given that these vehicles are getting on in age, it’s wise to get this looked at regularly. Genuine Toyota LBJs can run for $600+; aftermarket parts are cheaper but the general consensus seems to be that they can also prematurely fail, so it’s better to go for the genuine article to begin with. So yes, this car may have a few faults, and it keeps the big oil companies in business with the cost to run it. But even so, we can’t help but love the Prado. It continues to impress us each time we drive it. There are still plenty of parts and mods available for it (genuine and aftermarket), but even as stock, it really does feel like a go anywhere, do anything vehicle. Melbourne CBD? No problem. High Country snow? You got it. Load-lugger on the farm? Sure, what else you got? LandCruisers of all shapes and sizes have a loyal fanbase for a very good reason – this is a club of which I’m proud to be a member.
* ‘MRLP’ is the manufacturer’s recommended list price as provided by our data provider and is subject to change, so is provided to you for indicative purposes only. Please note that MRLP is inclusive of GST, but is exclusive of any options and does not include on-road costs such as registration, CTP, stamp duty and dealer delivery. Where an MRLP is stated as a price range, this reflects the lowest to highest MRLP provided for that model range across the available variants.