2022 Toyota LandCruiser 300 Series GR Sport Review
Price & Equipment:7
Performance & Economy:9
Ride & Handling:9
Interior & Practicality:9
Service & Warranty:7
What we like:
  • Interior quality and refinement
  • Handling and dynamics are a step up on the 200 Series
  • Great engine and off-road ability
What we don't like:
  • It’s pricey, especially in GR Sport guise
  • Infotainment and driver’s display both need a bit of work
  • Missing some equipment that should be standard at this price point
8.2DiscoverAuto Review:

2007 seems like lifetime ago, but it was the last time an all-new Toyota LandCruiser was launched in Australia. While Toyota’s large 4WD typically has a longer model cycle longer than most cars, the last generation 200 Series’ lifespan of 14 years was unusually long. Because of this, the 300 Series is a really important model for Toyota, and for Australia. The LandCruiser has grown and changed over the years, from humble beginnings as a much smaller rugged utility off-roader 70 years ago, to today’s gigantic and luxurious off-roader. While a lot has changed over the years, reliability, ruggedness and off-road capability has helped the LandCruiser to sell consistently well. Does the 2022 Toyota LandCruiser GR Sport follow the same idea? Let’s find out.

Does the 300 series have what it takes to continue the impressive LandCruiser legacy? We’ve already reviewed the base GX variant, but this time we’ve been behind the wheel of the high-end GR Sport grade of the Toyota LandCruiser 300 series. The GR Sport sits atop the LandCruiser range, which is split into the model we’re testing, being the off-roading premium model, and the luxury-oriented Sahara ZX. These are both new badges in the range, and they both build on the lower specced Sahara. 

Price & Equipment: 7/10

While the 2022 LandCruiser range starts at $89,990 plus on-road costs for the entry-level GX, here we’re testing the GR Sport, which is priced at $138,465 plus on-road costs (about $149,000 driveway depending on location). Options include two no cost interior colour schemes: either black, or the black and rose scheme of our test, and premium paint for $675. Our car featured the premium ‘Merlot Red’ colour. 

The GR Sport is fairly well equipped, as you’d expect it to be at this price point. Features include automatic LED lighting, black 18-inch alloy wheels, four-zone climate control, auto wipers, keyless entry and start, heated and ventilated front and outer rear seats, a heated leather steering wheel, 10-way electrically adjustable front seats with driver’s memory, a cooled centre console box, heated/auto-folding and dimming mirrors, a power tailgate, an auto-dimming rear mirror, a 12.3-inch touchscreen system featuring wired Apple CarPlay and Android Auto, digital radio, satellite navigation and a CD player (yes, a CD player!), a 14-speaker JBL sound system, plus a wireless charger and four USB ports.

The LandCruiser GR Sport also receives a number of styling changes differentiating it from other variants. This includes GR Sport badging throughout the interior and exterior, a unique gloss black grill and black treatments various exterior surfaces such as the bumpers, wheel arch mouldings, door handles and mirror covers. In terms of off-road driving tech, the GR Sport features low- and high-range gearing, crawl control, a multi-terrain monitor, differential locks for the front and rear, an electronic-kinetic dynamic suspension system and adaptive suspension which features multiple terrain selection. 

The LandCruiser GR Sport also packs a fair array of safety features, including 10 airbags, downhill assist control, trailer sway controller and an alarm. In addition, Toyota’s Safety sense suite is also included, which features autonomous emergency braking (AEB) with both pedestrian and daytime cyclist detection, adaptive cruise control with stop and go functionality, adaptive Matrix high beam, road sign assist for speed signs, lane departure warning with steering wheel feedback and active braking, blind sport monitoring with and rear cross-traffic alert with auto rear braking. Missing from the list are lane keep assist with active steering and intersection assistance, which should both be featured. 

Comparable competitors to the GR sport, or the LandCruiser 300 in general are thin on the ground. The closest competitor is the Nissan Patrol Ti-L, which costs $95,115 +ORC (or around $105,000 drive away depending on location). The Patrol looks great on paper as it undercuts the LandCruiser in price significantly, is fairly well specced, is great at towing, has a lovely petrol V8 and is capable off road. The LandCruiser is miles ahead in terms of driving dynamics, refinement, interior quality and technology.

Cars which are better matches for the GR sport in these areas are SUVs from luxury marques, such as the BMW X7 xDrive30d ($124,900 or $152,848 drive-away depending on location), though the X7 and similar SUVs don’t have the off-road chops of the LandCruiser or Patrol. 

Performance & Economy: 9/10 

There was borderline mass hysteria from LandCruiser owners when it was announced that the 300 series wouldn’t have a V8 option. In place of the old V8 donk, there is a brand new V6 diesel engine. The ‘F33A-FTV’ is a 3.3 litre V6 twin-turbo diesel, that produces 227kW of power (at 4,000rpm) and 700Nm of torque (between 1,400 and 2,600rpm). 

The good news for panicked lovers of the old V8, is that we found the new engine to be an improvement in almost every way – nobody loses out. Not only does it have an extra 27kW of power and 50Nm of torque, but the new engine is far more refined and uses less fuel. While the old diesel V8 – which is still available in the LandCruiser 76 Series – sounded great, the new V6 diesel doesn’t sound too bad.

We found the new engine more than powerful enough to haul the 2,400kg LandCruiser around, never really being left wanting for more power, while being surprisingly smooth and sophisticated. The new 10 speed torque converter transmission was also a delight, being well matched to the engine. It shifts smoothly and was only caught out on rare moments. 

Across our week with the LandCruiser GR Sport, our average fuel consumption which was mainly around town, was 10.3L/100km. Though it’s not the 8.9L/100km combined figure that Toyota advertises, our usage wasn’t too far off, which is an impressive feat for such a heavy vehicle and validates Toyota’s choice of drivetrain combination for the LandCruiser 300 series. Based on our fuel consumption and the 110-litre fuel tank, drivers should be able to drive around 1,100km on a tank.

Ride & Handling: 9/10 

Taking the 2022 Toyota LandCruiser GR Sport for a spin reveals how much work Toyota has done to make it a better drive than the previous 200 Series. The new ‘TNGA-F’ platform that the 300 Series sits on has done dynamic wonders. Gone is the boat-like ride, with the 300 Series having a much better connection to the road. Body roll has been significantly reduced, the steering is also more direct and well weighted—it’s light enough when needed at low speeds. In the 200 Series, the driver was always acutely aware of how big and heavy a car they were driving, but not the 300 Series. Of course, it’s not something like a Ford Fiesta ST or Mazda MX-5, but it’s a big improvement nonetheless. 

Suppression of road imperfections and bumps was excellent, with the suspension providing a supple ride even when road conditions weren’t great. We found that the 300 Series feels a bit smaller to drive—while it is still obvious that you’re in a big car, it feels far easier to manoeuvre like a smaller vehicle. The active variable suspension which adjusts the dampeners offers tailored driving experiences based on three different settings: Comfort, Sport S and Sport S+. Between these modes and the Normal and Eco settings, we think most drivers will find a preset that suits them.  

The end result is a car that is much nicer to drive around town and on the highway, but this doesn’t come at the expense of the LandCruiser’s legendary off-road reputation. As we found in our previous testing of the base-spec GX model, the LandCruiser 300 series is still very capable off-roader being a full-time 4WD. It features a 32 degree approach angle and a departure angle of 25 degrees. Ground clearance is a healthy 245mm and it can wade through water to a depth of 700mm. In addition, the electronic traction control features an excellent calibration for off-roading. 

The GR Sport however takes this to the next level with a number of off-roading focused additions. These include front and rear differential locks and a new generation Electronic-Kinetic Dynamic Suspension System. The new E-KDSS, system, as Toyota refers to it, enhances suspension for the off-roading experience. This is done through increasing the level of tyre contact with the road/terrain and either increasing or lessening stress on the front and rear stabiliser bars, through automatically locking and unlocking them depending on the driving situation. 

While disappointingly the payload for the 2022 Toyota LandCruiser GR Sport is the lowest throughout the 300 Series range, at 650kg, Toyota does say that it can tow up to 3,500kg braked loads.

Interior & Practicality: 9/10 

The interior of the 2022 Toyota LandCruiser GR Sport is Toyota’s most luxurious interior yet, and it would want to be at this price point. Toyota has used a mix of premium materials and soft touch surfaces throughout the cabin to create a space which, while still recognisable as a LandCruiser, is elevated to a sense of luxury beyond Toyota’s past efforts. 

Some of the GR Sport’s badging throughout is a little much, but the red inserts on the seats are a nice touch. In true Toyota fashion, the interior is well finished and put together, giving off the feeling that it will withstand the test of time. Up the front the layout is modern, while fairly simple and ergonomic. Sitting in the driver’s seat, most controls are easy to reach from the driver’s seat, speaking of which the switchgear throughout the cabin has a lovely tactile feel. One particular highlight is the heated leather covered steering wheel, which is great in the hand. The metal switch inserts enhance the ambience of the cabin. The steering column features power adjustment for height and reach. 

Taking care of infotainment is a 12.3-inch tablet-style screen. Wired Apple CarPlay and Android Auto are featured, as is Satellite Navigation, digital radio and for those who want, even a CD player! The lack of wireless phone mirroring is a disappointment, however. We’re happy to report that the screen is of a higher resolution and more fluid, a big improvement on most other Toyotas we’e recently tested. The cameras used for the panoramic view monitor and reversing cameras are also a decent resolution, the best we’ve seen in a Toyota so far.  

While the infotainment screen is listed at 12.3 inches, but in reality only 9.0-inches is actually usable for infotainment—around 3.3 inches is a persistent sidebar that can be docked on either the left or right sides of the screen and mainly functions as the display for the climate control and seat comfort systems, but more on that later. We’d love to see the whole screen dedicated to infotainment, and the climate controls from the lower models, with a dedicated LCD display used instead. The infotainment software is a slightly tweaked version of the software in most other Toyotas, meaning it’s easy to use but starting to feel a bit dated. It’s also not quite as classy as what’s seen in luxury SUVs at this price point, though miles ahead of the Nissan Patrol.

Toyota’s usual range of media control buttons are featured below the AC controls, but we would have preferred a volume knob instead of the volume buttons. There is a wireless charging pad next to the gear shifter, in addition to two USB ports upfront—a USB-A port which is the input for audio/phone mirroring and a second USB-C charging port. The 14 speaker JBL system, while not class leading, sounded good during our testing with good clarity and decent bass.  

The roomy cabin features plenty of storage in the form of cubbies and drink holders. In the front the glovebox was reasonably sized and the door bins somewhat capacious. The centre console doubles as a cooled box, perfect for keeping drinks chilled on long summer trips. A powered sunroof features over the front row, though we couldn’t help thinking the higher grade LandCruiser should feature a panoramic sunroof. 

The rear row is an expansive space, with ample leg, shoulder, and headroom for the outboard seats. Three adults fit easily, though the middle seat leg-room suffers from a raised transmission tunnel. The seats are well padded and like the front row, are very comfortable. The 2nd row reclines, and splits in a 40:20:40 ratio. Rear seat passengers are treated to a number of amenities, including separate left and right climate control with knee level and roof mounted vents, heated and ventilated outboard seats, reading lights, 2 USB-C chargers, a 12-volt outlet, map pockets and a fold down armrest. The GR Sport misses out on the headrest mounted entertainment screens that the Sahara and Sahara ZX features. Also missing is the third row, which features in the GXL to Sahara grades. 

The boot measures 1131-litres to the roofline, which increases to 2,052L when the rear seats are folded. Despite the omission of the third row, the boot retains cupholders and vents, which we thought was strange. Other boot features include tie down points and an AC 220 volt/100 watt outlet. One of the few areas that the 300 Series is a step down from the 200 Series, is the single piece tailgate. The old tailgate was very practical, for example doubling as a table or bench on many a camping trip. 

Service & Warranty: 7/10

The 2022 Toyota LandCruiser GR Sport has an okay, but not industry leading, five-year/unlimited km warranty. Toyota will extend the warranty on the driveline and engine to seven years if servicing is carried out by the standards set out in the service book during the first five years of ownership. Toyota doesn’t offer any roadside assistance with the LandCruiser. 

The servicing intervals are a short 10,000kms/six months (whichever comes first). Toyota’s capped price servicing program covers the first ten services, which are $375 each. This adds up to $750 per year, or $3,750 over the first five years/100,000kms of ownership—assuming drivers keep under 10,000kms every six months. The Nissan Patrol features an identical five-year/unlimited km warranty, but offers five years of roadside assistance. Servicing is also cheaper and more convenient, with one-yearly/every 10,000km intervals, at $519 a service. This adds up to a lower $2,594 over the first five years/50,000kms of ownership.

The 2022 Toyota LandCruiser GR Sport DiscoverAuto Rating: 8.2/10

Toyota has done a commendable job bringing the LandCruiser into 2022. The GR Sport is well decked out with safety and technology. The interior is a big step up from the 200 Series in terms of refinement and quality, but possibly the biggest improvement is in terms of driving. Refinement is lightyears ahead of the 200 Series and while obviously not a sports car, the new chassis has done wonders in terms of dynamics and handling.

While there are a few missing features and tweaks we’d make, the biggest problem we see is the price. The whole range is expensive—especially the GR Sport—pushing well into the price range of luxury rivals. However, the bulletproof and rugged LandCruiser reputation and off-road abilities of the GR Sport make it unique. While the large price jump over the Nissan Patrol may be hard to swallow, for buyers who intend to do serious off-roading, we think the premium is worth it—the 2022 Toyota LandCruiser GR Sport is a significantly better car in almost every way. 

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