We spent a full week and 700 miles with the reborn Land Cruiser, putting Toyota’s hybridized 250-series through city commuting, highway slogs, towing, and a proper off-road loop to see if it still earns its reputation while delivering modern efficiency.
Under the hood is Toyota’s i‑Force Max 2.4‑liter turbocharged hybrid (series‑parallel), good for 326 hp and 465 lb‑ft, driving an 8‑speed automatic and full‑time 4WD with a locking center diff and low range. Our mid‑trim test truck rode on 18‑inch wheels with all‑terrain tires, weighed just under 5,000 lb as equipped, and featured the front stabilizer bar disconnect. As-tested price: $64,3xx including destination. Testing covered 700 miles over seven days: a 32‑mile urban commute loop, a 210‑mile freeway run at a GPS‑verified 70 mph, a 5,000‑lb trailer tow, and a trail section with ruts, off‑camber ledges, sand washes, and a rocky climb.
Ambient temps ranged 45–82°F. We used 87‑octane fuel and logged performance with a VBOX and cabin noise with an SPL meter placed at ear level. On pavement, the hybrid’s electric assist fills the low‑rpm torque hole; our best 0–60 mph was 6.7 seconds and 50–70 mph took 4.1 seconds. The 8‑speed prefers taller gears but downshifts decisively when prodded; brake‑regen blending is mostly seamless.
Stopping from 60 mph took 131 feet with minimal fade over three consecutive runs. Steering is slow but accurate, body motions are well controlled, and the ride is tied down without being harsh—sharp expansion joints still sneak a head‑toss. We measured 69 dBA at a steady 70 mph; tire hum is present but never droning. Off‑road, the GA‑F ladder frame feels stout.
With the stabilizer bar disconnected, articulation improves noticeably—cross‑axle sections that previously lifted a tire were dispatched without needing momentum. Crawl Control and Multi‑Terrain Select are more refined than prior generations, and the 360‑degree Multi‑Terrain Monitor makes line placement easy. Ground clearance is just under 9 inches, with approach a touch over 30° and departure a bit above 22° in this spec; we scraped the hitch once but avoided contact elsewhere. The OE all‑terrain tires are fine on rock and hardpack; in deep mud they run out of bite before the chassis does.
Real‑world efficiency landed right on our expectations: 23.2 mpg overall, 24.8 mpg on the 70‑mph highway loop, and 22.1 mpg in city use. Towing a 5,000‑lb enclosed trailer returned 11.8 mpg; transmission temps stayed stable on a 6% grade, and the wheelbase feels settled with proper weight distribution. Inside, the big central touchscreen is responsive, wireless CarPlay/Android Auto connected reliably, and the surround‑view camera is crisp. Front seats are supportive over long stints; the rear bench fits adults comfortably, though the cushion is a bit low.
Cargo space is wide and the floor is flat when folded; the full‑size spare hangs underneath where it should. Verdict: this Land Cruiser blends genuine trail hardware with everyday livability and respectable economy. It’s not a luxury cruiser—some plastics are utilitarian and the ride is purposefully firm—but the hybrid torque, real 4WD, and thoughtful controls make it easy to trust in bad weather or off‑grid. Skip the 20‑inch wheels, choose the 18‑inch A/Ts, and the mid trim feels like the sweet spot for buyers who actually plan to use it.
