Toyota continues to promote its varied strategy for cutting emissions, bringing electrification even to the legendary LandCruiser nameplate.

Here the focus falls on hybrid technology, though not the standard efficiency-focused setup most expect from the brand.

This updated 300 Series carries the Performance Hybrid label, placing emphasis on added strength instead of major fuel reductions, while still delivering modestly lower CO2 output as a side benefit.

The outcome delivers the strongest LandCruiser offered to date, along with the highest price, since hybrid drive appears solely on the top GR Sport and Sahara ZX grades.

Does the extra cost justify itself for this capable family adventurer? We examine the details, beginning with the substantial asking price.

How much does the Toyota LandCruiser 300 Series cost?

The GR Sport hybrid starts at $156,060 before on-road costs, while the Sahara ZX hybrid reaches $156,810 plus on-roads, reflecting an $8900 increase over the comparable V6 diesel models.

Model	Price before on-road costs
2026 Toyota LandCruiser 300 GX	$99,340
2026 Toyota LandCruiser 300 GXL	$111,820
2026 Toyota LandCruiser 300 VX	$123,510
2026 Toyota LandCruiser 300 Sahara	$140,310
2026 Toyota LandCruiser 300 GR Sport	$147,160
2026 Toyota LandCruiser 300 Sahara ZX	$147,910
2026 Toyota LandCruiser 300 Performance Hybrid GR Sport	$156,060
2026 Toyota LandCruiser 300 Performance Hybrid Sahara ZX	$156,810

This positions the hybrid Sahara ZX as the priciest LandCruiser ever offered globally.

It therefore faces stiff rivals in the large, tough SUV space. Close-priced options include the V8 GMC Yukon Denali at $174,990 plus on-roads and the Land Rover Defender 110 from $103,770, whereas the Nissan Patrol Warrior at $110,660, Denza B8 from $91,000, and Ineos Grenadier from $106,000 sit notably lower.

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

The 300 Series presents a straightforward cabin experience.

The interior avoids excessive flair for the money involved, yet the arrangement stays familiar and intuitive after brief familiarisation.

A substantial leather steering wheel sits before the driver, fitting the vehicle's scale. It remains straightforward, with clearly marked controls for audio, cluster, and cruise functions.

The central area features a straightforward climate display, related buttons and toggles, plus lower switches for drive settings. Everything proves logical, if not especially stylish.

A conventional mechanical gear lever rises prominently from the broad console.

Front seats offer generous width with moderate support and soft leather trim. Power adjustment on both seats and wheel simplifies finding an ideal posture.

In many respects the LandCruiser evokes business-class travel, though the front seats here add heating and cooling unlike certain aircraft cabins.

Business class remains the apt comparison, as the Performance Hybrid stops short of true luxury-SUV refinement even in top Sahara ZX specification.

Interior materials contribute to this impression. Premium leather covers the seats and wheel, yet abundant plastic surrounds them, including some with artificial stitching that detracts from the overall look.

The LandCruiser also trails premium competitors in technology at the front. Purchasers of serious 4x4s may not demand tablet-like screens, but the 12.3-inch infotainment unit offers wireless phone mirroring, connected navigation services, and little beyond that.

The menu stays uncluttered, and recent updates have reduced the dated feel from earlier versions.

Performance Hybrid models include a matching instrument screen plus head-up display for clearer data during demanding driving. The 14-speaker JBL audio went untested in this short session, as did the USB-C, 12V, and wireless charging provisions.

Storage space abounds. The centre armrest compartment descends deeply, and door bins plus the glovebox prove equally roomy, delivering clear value in this regard.

Space behind the front seats tells a different story.

Performance Hybrid versions come exclusively in five-seat form. Seven-seat hybrid buyers must consider the related Lexus LX700h, whose sole three-row model begins at $199,800 before on-roads.

Additionally the second row feels compact for the vehicle's overall length. Five adults should fit comfortably in such a large machine, yet legroom proved limited for a 185cm driver seated behind their own position. The rear bench offers no sliding adjustment.

Headroom suffices, though the fixed sunroof stops short of the second row, creating a slightly enclosed feel beneath the dark headliner fitted to both hybrid grades.

This layout does allow better sightlines to the large rear entertainment screens fitted to Sahara and Sahara ZX models. The independent displays can show separate content, with headphone sockets available for private listening.

Further rear comfort comes from heated and cooled outboard seats with plush cushioning.

Additional rear features include dual climate vents, USB-C ports, a 12V socket, and multiple storage areas.

Although the lack of a third row on the Performance Hybrid disappoints some buyers, the benefit appears in a very large cargo area.

A full-size spare sits beneath the rear, positioned slightly lower to accommodate the high-voltage battery.

Dimensions	LandCruiser 300 Performance Hybrid Sahara ZX
Length	5005mm
Width	1980mm
Height	1945mm
Wheelbase	2850mm
Cargo capacity	910L (rear seats up) 1842L (rear seats folded)

What's under the bonnet?

The i-Force Max hybrid system, shared with the Tundra pickup, pairs a twin-turbo 3.4-litre petrol V6 with an electric motor-generator located between the engine and 10-speed automatic. A 1.8kWh nickel-metal-hydride battery mounts at the rear, requiring the spare wheel relocation.

Specifications	LandCruiser 300 Performance Hybrid Sahara ZX
Engine	3.4L V6 twin-turbo petrol
Engine outputs	305kW 650Nm
Electric motor outputs	36kW 250Nm
System outputs	341kW 790Nm
Battery	1.8kWh nickel metal hydride
Transmission	10-speed auto
Drive type	Full-time four-wheel drive with 4L
0-100km/h (claimed)	6.5 seconds
Fuel economy (claimed)	10.0L/100km
Fuel economy (as tested)	10.9L/100km
Fuel tank capacity	98L
Fuel requirement	95-octane premium unleaded
CO2 emissions	226g/km
Emissions standard	Euro 6b
Weight	2715kg
Payload	665kg
Braked towing capacity	3500kg
Gross vehicle mass (GVM)	3380kg
Gross combination mass (GCM)	6750kg

Combined system figures rise by 114kW and 90Nm compared with the 3.3-litre turbo-diesel V6 used elsewhere in the range.

Despite electric assistance the hybrid actually uses more fuel than the diesel versions, supporting its Performance Hybrid designation.

Both hybrid grades keep full-time four-wheel drive. The Sahara ZX adds a Torsen limited-slip rear differential, while the GR Sport includes locking front and rear diffs plus electronically controlled E-KDSS suspension.

Braked towing stays at 3500kg and payload remains largely unchanged.

How does the Toyota LandCruiser 300 Series drive?

On sealed roads the LandCruiser behaves like a large, comfortable hauler.

Drivers sit well above typical traffic with a clear view along the extended bonnet and ahead.

Speed often exceeds nearby vehicles because the Performance Hybrid accelerates more strongly than any prior LandCruiser. Electric boost aids initial movement, and ample reserve power supports quick overtakes at speed.

The twin-turbo V6 produces an appealing sound that invites enthusiastic use.

Yet increased power demands careful planning when slowing a 2.7-tonne vehicle.

This holds especially true since the heavier hybrid models share the same brakes as diesel versions, keeping drivers aware of mass and momentum.

Although testing occurred only on quiet rural roads, urban manoeuvring could prove more demanding, though lighter electric power steering improves ease at low speeds.

Once outside town the vehicle excels. The Sahara ZX covers long distances comfortably on soft passive suspension that smooths bumps and imperfections.

Some body movement occurs over bigger dips, forming part of the classic LandCruiser character alongside stable rather than agile handling.

Refinement expectations run high for Toyota's flagship SUV, yet noticeable wind noise around the mirrors during cruising proved mildly disappointing. Other aspects rate positively.

After roughly an hour of highway travel we reached Scenic Rim Adventure Park, where the surface changed to gravel and the LandCruiser demonstrated its off-road strengths.

Its capability remains exceptional away from pavement.

Only the road-oriented Sahara ZX was driven, lacking locking differentials, yet it handled challenging trails with ease.

Full-time 4WD with low range, terrain modes, and crawl control remain available.

The hybrid Sahara ZX therefore manages loose or slippery ground effortlessly, with instant electric torque aiding traction through difficult patches.

More demanding obstacles present a modest extra challenge because battery packaging lowers ground clearance by 14mm. Water fording depth still reaches 700mm, exceeding several rivals without air suspension.

Off-road performance involves more than raw ability; driver enjoyment matters too.

The LandCruiser delivers here, remaining composed over uneven surfaces and absorbing impacts without transmitting harshness to occupants.

Light electric power steering reduces effort during tight low-speed manoeuvres. Traditionalists may prefer older hydraulic systems, but most will value the added assistance.

Overly sensitive proximity alerts frequently activate in confined spaces, and noticeable differential noise appears in low range, slightly disturbing the otherwise relaxed off-road atmosphere.