Test-Driving The 2024 Toyota Land Cruiser

Brand loyalists in North America wept when Toyota discontinued the “200-Series” Land Cruiser in 2021 and didn’t announce a replacement. Yet there was a strategy behind the move—the Land Cruiser had become too expensive. Rather than offer a new “300-Series” model with an MSRP touching six figures, the company waited for the latest, slightly smaller, “250-Series” Prado chassis to arrive for the new Land Cruiser. The boxy styling would be eye-catching and retro-cool, attracting a younger audience, and the price would be significantly lower—the base price would start below $60,000.

Enter the all-new 2024 Toyota Land Cruiser—a right-sized, right-priced, and strategically-targeted SUV aimed at consumers in search of a vehicle for rugged off-road adventure, yet with more polish and refinement than found in a Jeep Wrangler or Ford Bronco.

At launch, Toyota offered the all-new Land Cruiser in three trims. A base model called the 1958, a mid-grade model called the Land Cruiser standard grade, and a range-topping First Edition—each defined by unique headlights, wheel and tire package, off-road accessories, and infotainment and luxury appointments.

Toyota lent me a Land Cruiser standard grade for this review, which builds on the 1958 model with added convenience features and more on-road refinement. It was also equipped with the optional Premium Package. Most visible on the standard grade are the rectangular LED headlamps and unique wheels—my test vehicle had an optional 20-inch wheel wrapped in all-season tires. Inside the cabin are leather-trimmed heated and ventilated power front seats with lumbar support and driver memory features, a pair of 12.3-inch displays (multi-information dashboard and a center touchscreen for infotainment), and a 14-speaker JBL audio system.

Other goodies on my test vehicle include a digital rearview mirror, power moonroof, center console cool box, Head-up Display (HUD), and two additional USB-C ports in the cargo area. It’s also important to note that all 2024 Land Cruiser models come standard with Toyota Safety Sense 3.0, the company’s suite of active safety and convenience systems. As tested (including options, but without the delivery fee), the MSRP was $69,969.

Other markets are offered a range of engine choices, but US consumers get one option—a four-cylinder hybrid gasoline-electric powertrain. Technically speaking, it’s a turbocharged 2.4-liter four-cylinder gasoline engine (internal code T24A-FTS) with electric motor assistance. Marketed as the “i-Force Max,” the powerplant develops a robust 326 hp and 465 lb-ft of torque. A small (just 0.9-kWh) air-cooled nickel-metal hydride battery pack battery supplies power to the motors—it recharges via regenerative braking. The EPA rates the 2024 Toyota Land Cruiser at 22 MPG City/25 MPG Highway/23 MPG Combined.

The hybrid engine is mated to an 8-speed automatic transmission with a four-wheel drive system boasting all the off-road goodies—locking center differential, low-range gearing, a crawl-control system, and hill-descent control. While early Land Cruisers had solid axles on both ends, today’s model features modern independent dual control arms with coil-overs up front and a five-link coil-spring solid axle at the rear. Towing capacity is rated at 6,000 lbs.

Toyota nailed the styling on the new Land Cruiser—it’s a head-turner from nearly every angle. The boxy styling is attractive and functional and should hold up well over time. However, I have two minor grips (both correctable). First, I was not a big fan of the running boards—they are too tall to be functional as steps. Second, the Dunlop all-season tires are far too fragile (and lack grip) for any serious off-pavement excursions—I declined to take the Land Cruiser off-road due to the street-oriented tires.

The interior is good-looking and purposefully configured, and the front and second-row seating is comfortable—the driving position offers excellent outward vision. Kudos to Toyota for a traditional PRNDM transmission shift lever and a cavernous cargo area with a flat floor. And there are plenty of areas for item storage and metal tie-downs to keep everything securely in place.

Even though the hybrid powerplant gives Toyota bragging power—the most fuel-efficient Land Cruiser the company has ever offered—it’s a letdown for those expecting a smooth V8 or V6. While the hybrid inline-4 has plenty of low-end grunt off the line, it lacks the expected smoothness and power. The 0-60 mph sprint takes nearly 8 seconds—it’s slower than Toyota’s Prius. And despite the EPA’s optimism, I was challenged to average better than 18 MPG while driving, even on the highway. Much blame is pointed at the 5,500-pound curb weight—the truck is rugged, but heavy.

Despite my disappointment with the hybrid powertrain, I enjoyed driving the Land Cruiser. The cabin is quiet, and the ride is comfortable. While it’s no sports car, it handles well and tackles parking lots like a pro. You can easily maneuver knowing precisely where the vehicle’s corners are, and the turning radius is phenomenal (which is extremely useful off-road).

And there’s no comparison when it’s pitted against the Ford Bronco and Jeep Wrangler—the Land Cruiser offers better on-road driving dynamics, a more comfortable interior, a much quieter ride, and more premium appointments than its competitors. And (when fitted with appropriate tires), the adventure-oriented Land Cruiser shouldn’t give up an inch of ground while exploring off-road.

While the all-new 2024 Toyota Land Cruiser isn’t the expected successor to the “200-Series” models, it’s the proper replacement—I put the SUV on my recommended list.