Toyota LandCruiser 300 Series Hybrid 2026: First Drive Review

A year after Toyota ditched purely petrol options for its passenger cars and SUVs in favour of an all-hybrid offering, an electrified option has finally made its way to the top of the tree. Finally, a true Toyota LandCruiser hybrid has arrived. 

The 300 Series LandCruiser is the brand’s showpiece and strongest workhorse all wrapped in one, so it’s no surprise Toyota has brought a greater sense of commitment when hybridising this 4×4 than it has in past efforts.

Unlike the Toyota Hilux and 250 Series Prado, which received 48-volt mild-hybrid systems, the 300 Series gains a significantly stronger petrol-electric powertrain with an e-motor sandwiched between the 3.5L twin-turbo petrol V6 and 10-speed automatic transmission.

Perhaps ironically, though, unlike the Hilux and Prado, the focus here isn’t trimming down fuel consumption to reduce the fines Toyota is expected to receive from New Vehicle Efficiency Standard (NVES) — as the car maker admits it’s still likely to cop those anyway — this hybrid, Toyota says, is all about performance.

From now on, Toyota Australia will divide its hybrid lineup into two groups, with passenger cars and SUVs falling into the first group, designed primarily for fuel efficiency. Meanwhile, 4x4s like the Tundra pick-up, the incoming LC300 hybrid, and possibly even future sports cars, will fall under the banner of ‘performance hybrids’.

Australian testing and validation of the LC300 Hybrid is still underway, with its introduction expected in the first half of 2026. It will be available only in the top-spec GR Sport and Sahara ZX grades, which already command $146,160 and $146,910, respectively in diesel form.

Toyota admits the hybrid option will push prices higher, putting the 300 Series within touching distance of the $158,700 starting price of the sibling Lexus LX — a vehicle also slated to receive the petrol-hybrid drivetrain in 700h guise in the coming year.

Chasing Cars was invited to Toyota’s Centre of Excellence in Altona, Victoria, to sample a pre-production version of the Aussie-spec 300 Series in GR Sport guise on its on-road and off-road test track.

Beyond a few broad details, Toyota could confirm very little about the 300 Series Hybrid but we can glean information from elsewhere.

Fundamentally, the drivetrain is the same as the ‘i-Force Max’ system found in the Tundra full-size pickup. A brash naming scheme Toyota Australia has politely declined to introduce further than the pre-badged, American-made utility.

The Tundra touts combined outputs of 326kW and 790Nm — healthy uplifts over the 227kW/700Nm 3.3L twin-turbo diesel V6 in the LC300. 

Final specification is yet to be locked in, though in Saudi Arabia the LC300 boasts outputs of a whopping 340kW/790Nm — keeping in mind that the 36kW/250Nm electric motor clocks into work instantly.

Although there’s been an obvious switch to petrol power, it’s notable that Toyota has refused to downsize the V6 or remove either of its turbochargers in exchange for the electric motor. The goal here, Toyota says, is greater consistency in performance.

Previous Chasing Cars testing of the GWM Tank 500, one of the few other hybrid 4×4 wagons on the market, saw wildly inconsistent acceleration figures once the small battery ran flat, leaving the 2.0-litre turbo ’four to do all the heavy lifting. It’s instances like these Toyota is trying to avoid.

Behind the wheel, the difference in pace over the diesel is immediate.

Instead of waiting for the turbos to spool up, the LC300 hybrid’s electric motor provides immediate but measured shove off the line, before the batten is passed to the twin-turbo petrol V6 to chase down the 100km/h limit of our test track.

We expect the hybrid to be slightly heavier than the already hefty 2630kg diesel GR Sport, but there doesn’t appear to be any great sacrifice to the soft and controlled handling of the LC300, which dealt with quick directional changes and sweeping bends in a familiar fashion.

We also noted that, unlike the Tundra pick-up, which is limited to part-time 4×4 on sealed surfaces, the 300 Series hybrid retains a proper full-time 4×4 system.

Off-road, the LC300 remained delightfully familiar; with the centre-locked LC300 Hybrid ascending a steep offset mogul like it was barely even there, thanks to Toyota’s segment-leading traction control. 

Continuing with the theme of ‘no compromise’, we waded through a 600mm pool of water, suggesting the diesel’s 700mm depth rating will carry over to the hybrid.

It was interesting how often the petrol engine was active during these obstacles in low-range, suggesting that the electric motor either drains its battery very quickly, or lacks the punch to haul this circa-three-tonne monster by itself.  

Although not strictly an issue alone, this raises questions about fuel economy when the going gets tough.

On-road, the LC300 Hybrid does appear to coast on electric power more often, reflecting our previous experience with the same drivetrain in the Tundra pickup.

Although the 3.3L diesel in the current LC300 is generally well mannered, the switch to petrol-electric power has improved the general noise, vibration and harshness of the driving experience.

The LandCruiser has gained its reputation for reliability through not just the use of strong or well-built components, but also mechanical redundancy — this philosophy appears to carry over to the hybrid variant. 

For example, instead of removing the alternator and starter motor, and relying solely on the electric motor/generator for engine start-up and battery recharging (as many hybrids often do) the LC300 has preserved these components for additional peace of mind.

Mechanically, the LC300 shares a great deal with the American Tundra, which is rated to tow 4.5 tonnes. Toyota Australia hinted strongly that the ‘Crusier hybrid would carry over its 3.5-tonne rating from the diesel, but it’s not yet set in stone.

The latter has been cited as a key reason the Aussie-spec Prado never received the hybrid sold in the States, given that it’s restricted to lugging just 2722kg braked.

Payload is more of a grey area, with at least some reduction in the already borderline 650kg (GR Sport) and 670kg (Sahara ZX) allowance of the diesel expected. It’s a key reason the LC300 Hybrid will only be sold as a five-seater.

While the interior is almost entirely identical to a regular GR Sport, the prototype featured a noticeably raised floor over a regular LC300, but the packaging is considerably tidier than the seven-seat Prado, with its deeply compromised boot.

So, how much fuel are you likely to save by opting for a hybrid version of the LC300? Not much — in fact, it may actually be worse.

At risk of getting tripped up by the differences of market testing and specification, in Saudi Arabia, where specs have been outlined for the LC300 Hybrid, official figures actually point to a 15 percent increase in fuel consumption in combined conditions when compared to the diesel.

For comparison, that would put a hybrid LandCruiser 300 at 10.2L/100km in Australia’s combined cycle, compared to 8.9L/100km for an equivalent GR Sport diesel. Real-world testing of the Tundra suggests 11L/100km is likely for the hybrid LC300. 

Of course, driving around town is likely to favour the merits of the hybrid LandCruiser, thanks to regenerative braking recharging the battery. Conversely, on the open road, where the petrol six will be doing most of the legwork, the diesel will likely have the edge.

Buyers should also expect to fill up with at least 95 Octone petrol, as per the Tundra.

Pictured: 2025 Toyota Tundra

In Saudi Arabia, the LC300 diesel is sold with an 80L fuel tank with Australian models benefiting from an additional 30L sub-tank, bringing the total capacity to 110L. 

We hope Toyota’s local division follows suit here and boosts the capacity of the hybrid’s 68L tank, which translates to a range of just 667km using our calculations, compared to 1236km for the diesel.

It’s these sorts of compromises to the payload and packaging that have been cited by Toyota Australia as a key reason it won’t rush into plug-in hybrid systems, at least not until lighter and more energy-dense battery packs become available.

Our quick drive off the LC300 Hybrid has revealed it to be a compromised solution to a complex problem, but not one without merit.

Official payload and fuel economy figures could make or break this model for the strictly practical Toyota faithful.

The new LandCruiser 300 Series hybrid appears to be both quicker and quieter than the diesel at least, so for many buyers looking for the ultimate LandCruiser, it may well be worth the trade-off.