When you think of Toyota, which model do you think of? Corolla? HiLux? Toyota Australia reckons LandCruiser is the model most synonymous with the Japanese brand, the nameplate more Aussies think of when it comes to the world’s biggest automaker.
Drive up the Hume Highway from Melbourne to Sydney, and you’ll see billboards declaring the regions you pass by as ‘LandCruiser country’.
They’re not wrong – the Toyota LandCruiser is as prolific as roadkill, grey gums and the screech of an angry cockatoo.
But times have changed since the LandCruiser first arrived in Australia in 1958, when asbestos was plentiful, climate change meant a holiday, and the nation’s first official skyscraper was completed.
Emissions regulations around the world have seen the axe fall on many iconic models – including the V8-powered LandCruiser 70 Series last year, after the current 300 Series was launched without its predecessor’s V8 engine in late 2021.
The V8-powered Y62 Nissan Patrol has been breaking sales records following news that its successor will adopt a V6, too.
But tighter emissions laws have also brought many new creations onto our roads – some better, some worse – just as many of those those red-brick homes of the 1950s and ’60s are now either concrete-rendered or replaced by anonymous apartment blocks.
Now entering the changing automotive landscape is the first hybrid LandCruiser, which arrives with a ‘Performance Hybrid’ petrol-electric powertrain borrowed from the Toyota Tundra full-size pickup.
Toyota says the electrified V6 powertrain brings more efficient motoring without compromising any of the attributes for which the LandCruiser is famous – a vehicle seemingly too good to be true.
Towing, off-roading and replacement parts availability are the core reasons for the LandCruiser’s solid reputation here, and while Toyota is also synonymous with efficient and reliable hybrid power, the LC300 Performance Hybrid has a lot to live up to alongside the existing twin-turbo diesel V6.
Toyota hasn’t confirmed much about the LandCruiser hybrid, apart from the fact it will be released in Australia in the first half of 2026, available in two model grades, and priced higher than the equivalent diesel variants (GR Sport and Sahara ZX).
And while its powertrain will be similar to the Tundra’s, no local specs have yet been announced. But we’re not completely in the dark, given the 300 Series hybrid is already on sale in the Middle East – and the closely related Lexus LX700h is also available there and in the US.
So is the long-awaited LandCruiser Hybrid a smart change with the times, or is it already yesterday’s hero – and old bloke with a fresh haircut or a new hat, but the same old stubborn ways? We sampled a pre-production prototype version of the GR Sport Hybrid ahead of its local launch to see if the mud sticks.
How much does the Toyota LandCruiser Performance Hybrid cost?
We know the Performance Hybrid will cost more than equivalent diesel-powered LandCruiser 300 Series variants.
| Model | Price before on-road costs |
|---|---|
| 2026 Toyota LandCruiser GR Sport | $146,160 |
| 2026 Toyota LandCruiser GR Sport Performance Hybrid | $155,000 (est) |
| 2026 Toyota LandCruiser Sahara ZX | $146,910 |
| 2026 Toyota LandCruiser Sahara ZX Performance Hybrid | $155,000 (est) |
Based on today’s pricing that means the cheapest version will cost more than the GR Sport diesel (currently $146,160 before on-road costs) and the Sahara ZX hybrid will cost more than $146,910 plus on-roads, making it the most expensive LandCruiser in showrooms.
It’s expected the pair will be similar in price to the cheapest Toyota Tundra ($155,990 before on-roads), which uses the same powertrain but is sourced from the US, while the LandCruiser comes from Japan.
That sort of money buys you the more luxurious Porsche Cayenne E-Hybrid ($158,100 plus ORCs) or you could spend less to get into the related Volkswagen Touareg R ($133,490 plus ORCs), another slightly smaller plug-in hybrid large (as opposed to extra-large) SUV that’s not so commonly seen out the back of Bourke.
For more context, a full-size Range Rover will cost you at least $280,000 if you want a plug-in hybrid powertrain, and the mild-hybrid diesel version still kicks off from just under $272,000 (both prices exclude on-road costs).
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
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What is the Toyota LandCruiser Performance Hybrid like on the inside?
The LandCruiser Performance Hybrid’s cabin will be familiar for existing 300 Series owners, so while final specs are yet to be officially confirmed, the entry-level GR Sport Hybrid’s interior will closely match the diesel version’s.
That currently includes premium leather upholstery, a leather-wrapped steering wheel, heated and cooled front seats, and a cavernous centre console with woodgrain-like trims.
There’s a 12.3-inch central touchscreen with crisp, clear graphics for the panoramic view cameras, helping in off-road situations as well as tight shopping centre carparks.
There’s a digital instrument cluster, GR Sport start/stop button, and wireless smartphone charging, and for rear passengers there are air vents, heated and ventilated rear seats, multiple USB-C ports, and a 12V outlet.
There’s one limitation here: like the diesel GR Sport, the Australian version of the LandCruiser Performance Hybrid will come strictly as a five-seater – despite a seven-seat version being offered in the Middle East
The Lexus LX700h – which is a more luxurious version of the LandCruiser Hybrid – is likewise available with seven seats in the US.
Both the LX700h and LandCruiser Hybrid come from the same Yoshiwara factory in Japan, so it appears not to be a manufacturing limitation, but perhaps a self-imposed restriction to set the pricier Lexus apart.
The boot area is marginally smaller, too, although the floor remains flat and appears to be not much smaller than the diesel model’s – although Toyota is yet to disclose cargo capacity.
In the US, the Lexus LX700h has a 1777-litre boot as a five-seater, which is less than the 2052L claimed for Australian LandCruiser 300 five-seaters.
| Dimensions | Toyota LandCruiser GR Sport Performance Hybrid |
|---|---|
| Length | 4995mm |
| Width | 1990mm |
| Height | 1950mm (estimated) |
| Wheelbase | 2850mm |
| Minimum ground clearance | 235mm (estimated) |
| Cargo capacity | 1777L (estimated) |
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
What’s under the bonnet?
There’s one powertrain for the GR Sport Performance Hybrid: a twin-turbo petrol V6 with an electric motor integrated into the 10-speed automatic, powered by a nickel-metal hydride (NiMH) battery pack in the back.
| Specifications | Toyota LandCruiser Performance Hybrid |
|---|---|
| Engine | 3.5L V6 twin-turbo petrol hybrid |
| Power | 341kW at 5200rpm (overseas model) |
| Torque | 790Nm at 2400-3600rpm (overseas model) |
| Transmission | 10-speed auto |
| Drive type | Part-time 4WD |
| Fuel economy (claimed) | 10.9L/100km (combined, overseas model) |
| Fuel economy (as tested) | N/A |
| Fuel tank | 98 litres (overseas model) |
| Fuel requirement | 95-octane premium unleaded |
| Weight | 2811kg (estimated) |
| Payload | 650-785kg (estimated) |
| Braked towing capacity | 3629kg (estimated) |
| Gross vehicle mass (GVM) | 3280kg (estimated) |
| Gross combination mass (GCM) | 6750kg (estimated) |
Codenamed V35A-FTS, the powertrain is also found in the Tundra pickup, where it’s branded as the ‘i-Force Max’ Hybrid. Toyota says it’s designed for performance and capability, not simply to be as economical as possible at all costs (hence the Performance Hybrid moniker).
Australian specs are yet to be announced, but in the Tundra it delivers 326kW of power and 790Nm of torque, while in the LandCruiser GR Sport Hybrid sold overseas it makes 341kW/790Nm.
The combined fuel consumption figure for the LandCruiser Hybrid sold overseas is 10.9L/100km, and the hybrid system adds around 181kg to the diesel powertrain. In Australia the GR Sport diesel weighs 2630kg.
Towing capacity will remain at 3500kg, the claimed 0-100km/h acceleration figure is 6.4 seconds, and while the local-spec GR Sport diesel has 110 litres of total fuel capacity, the hybrid version overseas has a smaller 98L tank.
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
How does the LandCruiser Performance Hybrid drive?
Our first taste of the LandCruiser Hybrid came at Toyota Australia’s Altona test track in Melbourne – but don’t call it a test track if HR personnel are nearby, as they prefer the term ‘driving experience’.
Our very short drive – probably shorter than many outback Australian driveways – started with a sealed-surface 0-100km/h standing-start run, which made Toyota’s hot-hatch like 6.4-second claim seem achievable in the real world.
There was no wheelspin from the 265mm-wide Dunlop Grandtrek AT30 tyres on 18-inch wheels – which have the same design as those on the current GR Sport – and the Hybrid made no fuss of its full-throttle acceleration run.
It revealed the electrified V6 powertrain has a smooth character and a decent exhaust note under pressure, and initial indications are that it should be a robust drivetrain.
The Tundra is already 172kg heavier than the Australian-market LandCruiser GR Sport diesel (2630kg), so we know the powertrain can handle the mass.
Of course, the driving position in the large, comfortable leather-clad seats is carried over, as is the excellent all-round vision and spaciousness throughout the cabin.
Next we took the LandCruiser Hybrid up a steep hill with intermittent offset ruts – almost like concrete baths buried into the hillside. After selecting low-range and locking the centre differential in the four-wheel drive system, the hybridised LC300 walked effortlessly up the obstacled slope.
On the way down, the hill descent control system did exactly that, ensuring measured progress all the way down the hill, before we headed over to some grass ‘whoops’.
Again, we took them at slow speed, but they didn’t trouble the 300 Series hybrid at all. Likewise, the big electrified rig glided majestically through a 600mm water wading bath, just like the diesel version would have.
Also as per every other LC300 we’ve driven, the electric steering is light enough yet offers enough feedback and accuracy to make minor adjustments, making it hard to sense any differences in chassis setup, at least at low speed.
But the rock crawl section we scaled did show there’s plenty of low-down torque, even if Toyota Australia is staying mum on exact outputs for now – overseas models quote 790Nm. Like the 300 Series diesel, various crawling speeds can be selected via a dial on the dash.
Therefore there wasn’t a lot to glean from our short and highly controlled first run, where the Performance Hybrid simply did LandCruiser things, but were can rule out any initial indications the hybrid powertrain isn’t up to the rough stuff, which is no surprise given its solid capability in the Tundra.
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
What do you get?
Official specs haven’t been released, but the GR Sport Hybrid we tested (and the ZX Sahara Hybrid flagship) will almost certainly offer identical equipment to its diesel-powered donor vehicle.
2025 Toyota LandCruiser 300 GR Sport equipment highlights:
- 18-inch black-finish alloy wheels
- Unique grille with Toyota wordmark
- LED headlights with manual levelling
- Adaptive high beam
- Locking front and rear differentials
- Rear torque-sensing limited-slip differential
- Electronic-Kinetic Dynamic Suspension System.
- Carbon-look steering wheel, centre console and door trim
- Crawl control
- Hill descent control
- Proximity entry with push-button start
- 12.3-inch digital instrument cluster
- 12.3-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- Toyota Connected Services – 1yr subscription
- Dual-zone climate control
- Fabric upholstery
- 60:40 split/fold second-row seats
- Vinyl flooring
- Rubber floor mats
- One-touch power windows (all doors)
The Sahara ZX adds:
- 20-inch alloy wheels
- Illuminated side steps
- Hands-free power tailgate
- Rear torque-sensing limited-slip differential
- Black and rose interior available
- 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
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
Is the Toyota LandCruiser GR Sport Performance Hybrid safe?
While the wider LandCruiser 300 range has a five-star ANCAP safety rating, the GR Sport grade remains unrated. It’s unclear whether the new hybrid model variants be independently crash tested.
| Category | Toyota LandCruiser 300 |
|---|---|
| Adult occupant protection | 89 per cent |
| Child occupant protection | 88 per cent |
| Vulnerable road user protection | 81 per cent |
| Safety assist | 77 per cent |
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 Performance Hybrid cost to run?
Toyota covers its wider range with a five-year, unlimited-kilometre new vehicle warranty.
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| Servicing and Warranty | Toyota LandCruiser 300 Series |
|---|---|
| Warranty | 5 years, unlimited kilometres – standard Up to 7 years – conditional driveline warranty Up to 10 years – conditional HV battery warranty |
| Roadside assistance | 7 years |
| Service intervals | 6 months or 10,000km |
| Capped-price servicing | 5 years or 100,000km |
| Total capped-price service cost | $420 each |
The Japanese brand will extend the engine and driveline warranty to seven years if you stick to your scheduled servicing intervals, while the traction battery in Toyota hybrids and EVs can be extended to 10 years with the same conditions around servicing.
We don’t know what the servicing costs for the LandCruiser Hybrid are yet, but the same powertrain in the Tundra is subject to six-month/10,000km service intervals.
This is also the same as diesel-powered LandCruisers, for which scheduled services are capped at $420, whereas the Tundra is capped at $450 per service. Expect the LandCruiser Performance Hybrid to land in the same ballpark.
To see how the Toyota LandCruiser 300 lines up against the competition, check out our comparison tool
CarExpert’s Take on the Toyota LandCruiser Performance Hybrid
To declare the LandCruiser GR Sport Hybrid a winner is premature, given our limited time behind the wheel so far – but it appears to be a promising addition to the local 300 Series lineup, where it will arrive around March 2026.
It’s a combination of impressive and proven ingredients: the Tundra’s grunty petrol-electric V6 powertrain and the tried and tested LandCruiser 300 Series, including its well-documented off-road capability and class-leading features.
The expected circa-$150k price is not obscene compared to other large plug-in hybrid SUVs on the market, which require a step down in size or, if you want a similarly equipped full-size hybrid off-roader, a significant step up in price.
Even then, it’s debatable whether you’d get more for your money. Of course, Toyota is no stranger to hybrid tech, so this is far from a risqué new set of untested components for one of its most important – perhaps the most important – nameplates.
We may lament the demise of the creamy V8, and now stump-pulling diesel power is also looking down the barrel, but the LandCruiser Hybrid could well show there’s more than one way to skin a cat – or tow a caravan across this great continent.
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