Launch Drive: Landcruiser LC300 Sahara ZX Performance Hybrid
- Jul 15
- 5 min read
When Toyota make changes to their venerable Landcruiser models, everyone sits up and takes notice. As an occasional four-wheel-driver, this model piqued my interest most amongst the 4 vehicles showcased at the brands’ Multi Pathways event.
The truth is the differences are largely indiscernible at a glance. The Graphite grey Sahara ZX looked like any other I’d see anywhere across the country. With chrome-finished 20-inch heels and road-biased Bridgestone rubber, it’s hard to miss.
This is only punctuated by its size; at a smidge over 5 meters long, a whisker under 2 meters wide and a little under 2 meters tall, it has a commanding, yet subtle presence compared to more recent market arrivals.
In fact, the only differences to the exterior come in the form of a revised lower front bumper treatment, and a rear bumper under-guard. Up front it’s odd, because it appears to be lower, but somehow results in a 1-degree improvement in approach angle.
Interior design follows the same vein in terms of differentiation. It’s simply acres of leather and soft materials, broken up by faux wood trim and piano black. Much like the outside it’s handsome and purposeful in here, if not a little dark. An issue that is aided by the sunroof overhead though.
The only differentiation comes in a slightly higher boot floor to house the battery pack, which also limits models with this drivetrain to a 5-seat proposition. At least you will find a 200V/1500W inverter with a 3-pin plug back there.
Some will be critical of the minimal differentiation. Not so here, because form must match function my eyes, which takes us to the main event; the drivetrain.
Toyota tells us that the adaption of the new petro-hybrid drivetrain is about having multiple pathways to the consumer; allowing for different variants which may be better suited to different customer archetypes.
In this instance, they utilise a drivetrain that already exists in the brand’s full-sized utility, the Tundra.
It mates a 305Kw and 650Nm twin-turbocharged petrol 3.5L V6 to a 36Kw/250Nm motor that feeds from a 6.5 amp hour battery. The motor sits between the engine and the 10-speed convertor gearbox, and together they conjure 341Kw and a staggering 790Nm of torque.
Indisputably large numbers on paper, and I’d be lying if I said they didn’t excite me a little.
The drive leg of the event consisted of a few hours across various conditions. The first was a road loop, departing Brisbane heading southwest.
Urban driving was easy, but you do need to remember the size of the unit when crawling through traffic. Thankfully it wasn’t long before we found ourselves on twisting country b-roads.
These were more favoured to the RAV4 GR Sport really, but the big cruiser took it all in its stride. Of note is the electric power assisted steering, versus the hydraulically assisted unit in diesel variants. It’s meaty and as feel-some as you would expect in this sort of vehicle.
Whilst the adaptive variable suspension provides equal measures of plushness and control, despite the circa 100kg weight gain owing to the hybrid setup.
On a roll it feels like a petrol drivetrain. This is owing in part to the fact that EV-only drive is only ever available at very low speed. Some will baulk at this, but for me where hybrids make sense is when the electric componentry adds to the driving enjoyment first, and economy second.
An open stretch provided opportunity to get a feel for a more liberal throttle application.
The gearbox picks the right ratio to accommodate, the rear-end dips and its instant forward propulsion. It proved to be a great combination of instant electric-motor torque, which is met by the turbochargers coming on song and revving right out to redline.
I did this a few times and even launched from a dig with some brake stalling for good measure. I can report that the rate at which this drivetrain asks for the next gear is strangely intoxicating.
The inner monologue was stuck on a constant open-ended loop questioning whether a Landcruiser should be moving so fast.
The paperwork says it can hit the magic tonne in 6.5 seconds which is an impressive number when all things are considered.
Whilst I haven’t sampled the diesel in a Toyota, I did so in the LX500D and found it to be a silky thing for a diesel, with plenty of punch. It even had a decent enough note, but it can’t match this variant for aural excitement.
It’s worth noting however that it does like a sip more than its diesel cousin, with the official combined numbers coming in at 10L/100km. We got down to the low 12’s on our loop.
Ultimately, as an all-round motoring enthusiast, it leaves me wanting for nothing out of this sort of vehicle.
And that alludes to its off-road capability; because traffic light sprints aren’t the be-all-and-end-all.
The Performance Hybrid 300 series carries over all the off-road prowess and wizardry that makes the Landcruiser, well, a Landcruiser. A short loop at the Scenic Rim Adventure Park gave an opportunity to engage low-range to get a very cursory feel for things.
It was basic stuff for the Landcruiser; so none of the 5 driving modes, nor any lockers were required. What I did find was a drivetrain that was very similar to the diesel in power delivery.
The same attributes that made in fun in a straight line are at play here. That’s because the electric motor provides the low-down torque and control for more challenging work, without having to lean on the engine too much.
I would imagine the next question is towing. Whilst we didn’t get a chance to test it, the towing capacity remains unchanged at 3500.
So which consumer is this variant of the Landcruiser aimed at? Toyota explained that they don’t expect this drivetrain to play a large part of sales, and I would agree with that.
There is a combination of parochialism and use-case preferences in Australia. This is particularly evident when it comes to touring and towing.
For me though, this could be the more relevant option. Diesels carry inherent challenges that come with DPF regeneration and the like, and generally my view is a petrol is better suited to short stop-and-start work. This type of driving forms the majority in my household.
It does come with a hefty price tag though, at $156,810 before on roads. Whilst it’s not a bargain basement offering like others, I know which one I’d rather have to re-sell down the track.
It has all the space, conveniences and luxuries of a top-of-the-line Landcruiser, with a power train that can provide a little more excitement than the diesel. Yes, I understand that it’s not designed to be fast, but if you’ve got the option why does that matter?
Like: Tried and tested platform, offroad capability is now met with on road fun, Smooth drivetrain
Dislike: entry fee
Comments