The Toyota LandCruiser range is being attacked from all angles. First it was GWM’s Tank products that showed off-road promise, but have not yet followed through with on-road manners.
Now, Chinese giant BYD’s luxury arm, Denza, is launching in Australia with a pair of 4WD wagons with targets set on the 250 Series Prado and 300 Series ’Cruisers — and their stats are gobsmacking.
Pictured: 2026 Denza B8
Even the basic Denza B5, expected to start at around $70,000 before on-road costs when examples land next month, outputs 425kW from a 1.5-litre turbo-petrol engine and a pair of electric motors from its ‘DMO’ plug-in hybrid system. It even has a locking rear differential.
The higher-end B5 Leopard (still under $90K, we think) builds on this with active, hydraulic ‘DiSus-P’ suspension that can adjust its ride height like a Land Rover Defender’s airbags.
Then, the B8 luxury halo is looking to hoover up Range Rover and Lexus LX business at a cut-price opening — under $100,000, before on-road costs — with over five metres of metal, available six-seat set-up with captains chairs and all-manner of cabin fancies.
Pictured: 2026 Denza B8
BYD flew Chasing Cars to ex-GM/Holden proving ground Lang Lang to sample both models (and more). We were given access to tricky off-road obstacles to test articulation, clearances and traction control, along with the scabby ‘Ride and Handling’ tarmac loop which simulates an Australian country road.
First up is the run-of-the-mill Denza B5, featuring independent suspension all around with coil springs and passive dampers.
It’s pleasingly plush and absorbent at low speeds on dirt, no doubt aiding loose-surface traction.
Pictured: 2026 Denza B5
There are eight drive modes with most angled at off-roading, including ones for loose and hard surfaces. Aussie buyers will probably find Rock and Mountain most useful, as these minimise wheelslip.
We took on several challenging obstacles, including a rock garden, some huge moguls and a hill climb and descent, all without the B5’s differentials locked.
Good news is, the traction control is much improved when compared to the related Shark 6 ute. Instead of spinning away grip, then cutting power, the B5 allowed a little slip before coming to save the day in just the right way.
Pictured: 2026 Denza B5
Of course, with a rear differential lock and twin-ratio rear electric motor to simulate low-range, the B5 is also generally more capable than the Shark 6. As good as a Land Cruiser or Land Rover system? The answer’s still no, but it seems better than Ford’s TC.
Not all was great, though. We noted accelerator modulation was tricky on rough surfaces, and grabby brakes which lacked feel off-the-top, both making crawling on uneven terrain challenging.
With its long wheelbase, short overhangs and boxy styling, the B5’s approach (35 degrees) and departure (32 degrees) angles are excellent.
Pictured: 2026 Denza B5
With ground clearance only 220mm and soft springs, we did belly-out the B5 a few times though.
Turning attention away from driving, the cabin is a seriously lush place to sit — and this is just the ‘base’ car.
Blue/grey two-tone Nappa leather upholstery on the seats and leatherette squishy sections across the interior give the impression of expense. Build quality is sturdy, with big grab handles and no rattles noted.
Pictured: 2026 Denza B5 interior
Pictured: 2026 Denza B5 interior
Technology is typically stunning, with a responsive rotating 12.3-inch touchscreen at the operations centre. We didn’t have a chance to dive deep into usability, though it did seem busy with settings like the Shark 6.
Good news is many of the off-road goodies (differential locks, low-range, hill-descent control and more) have physical shortcut buttons behind the rising gear selector.
Pictured: 2026 Denza B5 interior
Physical controls exist for volume and starting the car as well.
Back seat space is generous for the five-seat B5 with plenty of amenity, including climate zones and storage.
Pictured: 2026 Denza B5 interior
The boot is accessed by a manual, side-swing tailgate. Cool as it looks, this will be a pain in tight car-parks. The Toyota Prado’s pop-up glass remains best-in-class for tight space access.
The larger, three-row B8 (predicted to cost between $95,000-100,000) builds on the B5’s luxury further, with crystal glass detailing, an even bigger 15.6-inch touchscreen and two more speakers in its Devialet sound system
Pictured: 2026 Denza B5 interior
Pictured: 2026 Denza B8 interior
Second row space is comparable but the B8’s third row is really impressive. Our tester had captain’s chairs, so it was easy to walk through to the spacious fifth and sixth seats.
USB-C chargers, speakers, soft padding on the armrests and genuine space for adults is deeply impressive for a body-on-frame 4×4 like this.
Pictured: 2026 Denza B8 interior
Pictured: 2026 Denza B8 interior
Outside, the B8 rides on big 20-inch alloy wheels wrapped in Michelin all-season tyres, plus there’s lots of gloss black.
Instead of 300 Series, it conveys Lexus or Range Rover rivalling boulevard cruiser — but it still has to perform off-road.
With its active DiSus suspension in its highest mode, the approach angle (39 degrees) is much improved to curtail any scraping of the bumpers or belly through our test. It dispatches the test with similar ease to the B5, though it did struggle more for traction.
Pictured: 2026 Denza B8
It could be down to the firm ride on hydraulics, which we noticed especially at low-speed on dirt. The B8 is a serious machine, though, with a 3290kg tare weight, its GVM is over 3.5 tonnes to accommodate the impressive 700kg payload and 3500kg braked towing capacity.
There’s some pretty stunning safety aspects, too, including 14 airbags that fully cover the third row and 13-tonne roof crush strength.
To offset the extra chub over the B5, it gets more punch, with a 2.0-litre turbo petrol at its heart and combined power output of 450kW.
Pictured: 2026 Denza B8
Rounding out our experience with Denza’s new LandCruiser challengers, we hit Lang Lang’s Ride and Handling loop, ground which helped hone the chassis of the Holden Commodore ‘VE’ to our harsh Australian conditions.
It was the up-spec B5 Leopard’s turn first, with its trick pneumatic suspension. Speed is good, though there’s some sneeze-factor calibrated into the B5’s throttle so it is no neck-snapper. Generally, tyre roar and wind noise seemed well suppressed, the B5’s cabin is a quiet one.
Body roll was present but not boat-like through Lang Lang’s turns, though the remote steering did not imbue the car with confidence.
Pictured: 2026 Denza B5
The B5 Leopard was also jittery over small bumps, perhaps from the dampers, but it may have been compounded by the 20-inch alloy wheels and 40PSI tyre pressures.
It is miles more composed and predictable than the B5 on steel springs and passive dampers, however, which was deeply unnerving through high-speed bends and over mid-corner bumps.
With nearly three tonnes of mass and over 400kW, the B5 lurches through bends, clumsily shifting its weight across all four corners, seemingly at random, before springing back and over the centre as you straighten up, requiring a dab of corrective lock.
Pictured: 2026 Denza B5
Everything in the system — springs, dampers, bushings — need to be tightened up if the entry-level B5 is to inspire confidence on-road, especially when lugging a 3000kg caravan.
The last taste, then, left the sourest mark on the new Denza B5 and B8, which otherwise show plenty of promise.
Off-road ability, improved traction control, cabin construction, technology, safety calibration and sharp expected pricing are some of the key early wins.
Pictured: 2026 Denza B8
Seems like further fine tuning, especially on the base B5, is needed for all-out success, however. We’re sure to find out soon with the B5’s imminent Australian launch.
