The 2024 Toyota Land Cruiser Represents a Course Correction

Much has been said about the death and rebirth of the Toyota Land Cruiser, which left the U.S. market after the 2020–21 Heritage Edition. But it was all a ruse, a necessary step in a model realignment that Toyota's North American arm had planned all along. Instead of moving in lockstep with the rest of the world to the new 300-series Cruiser chassis, Toyota Motor North America hit pause and waited until the closely related 250-series chassis was ready. From what we now know and have experienced, the collective internet hand-wringing over the move to the so-called Land Cruiser Prado configuration (as it is known worldwide) is woefully misplaced. The new 2024 Toyota Land Cruiser is the best Land Cruiser in years because of this change.

Massively Downsized Prices

For proof, all you need do is look at the Lexus LX600, a bloated and expensive six-figure behemoth (the base model you'll never see is $93,915; all other trims exceed $100,000) that is the Lexus interpretation of the global 300-series Land Cruiser. A similar fate would have defined the Land Cruiser if it had adopted the 300-series and succeeded a model that already had a base price of $87,030 back in 2021. Instead, the 2024 Land Cruiser represents a change the faithful have been demanding. It has tidier dimensions and an attainable price of just $57,345 for the base 1958 model (so-named for the nameplate's North American debut year), while the nicely equipped volume-selling Land Cruiser grade is a reasonable $63,345. The First Edition, a limited-time-only model with exclusive bits, will set eager beavers back $76,345.

But is it really a Land Cruiser? Absolutely, not least because it, the LX600, and the Lexus GX are all built on the same TNGA-F chassis. And when we say same, we mean the same. The trio all share a wheelbase of 112.2 inches. Their control arm front and live axle located by four link and panhard rear suspension layouts match, and their track widths differ by mere tenths of an inch due to styling- and tire clearance-driven variations in wheel offset, not some underlying mechanical difference. All of them have full-time four-wheel drive with a lockable Torsen center differential that essentially turns pavement-friendly all-wheel drive into off-road-ready four-wheel drive at the press of a button. Basically, their differences have more to do with the powertrains within and the body above than the chassis below.

Downsized but Rightsized

Among the three, the Land Cruiser is by far the shortest from nose to tail, with a 193.8-inch length that is 6.8 inches stubbier than the LX and 3.3 inches shorter than the GX. Much of this is due to a shorter front overhang, which delivers an approach angle of 32 degrees instead of the GX's middling 26 degrees. Meanwhile, the LX scores a pitiful 21 degrees that precludes it from further mention.

Measuring 77.9 inches wide, the Land Cruiser closely parallels the others. But the TLC and GX share a basic 250-series body styling that is markedly narrower than the LX/300-series at the doors, which makes for easier entry in parking lots and garages. Their hoods and front fenders are sculpted to offer better forward visibility, and the door side glass is cut low to enhance the downward view to the side. Combine this with an upright driving position, and you get a commanding view of road and trail alike, with enough head clearance inside to keep your pith helmet on, if that's your jam.

The Land Cruiser is strictly a two-row, five-passenger machine. That's not a consequence of moving to the 250-series body, because you can get a three-row GX. Aside from general cost reduction and the desire to appeal to active off-roaders, there's a practical reason that's surprisingly related to what's under the hood.

Torquiest and Most Efficient Land Cruiser

The Land Cruiser does not use the twin-turbocharged 3.4-liter V-6 found in the LX and GX, nor does it employ their 10-speed automatic. Instead, it's powered by Toyota's i-Force Max hybrid powertrain, consisting of a turbocharged 2.4-liter inline-four with a potent electric motor sandwiched between it and a conventional eight-speed automatic. A Tacoma TRD Off-Road with the 278-hp turbo four sans electric boost impressed us mightily, but the added Max e-motor cranks the Cruiser's output up to 326 horsepower and 465 pound-feet—the latter representing more torque than any prior North American Land Cruiser. It's the same engine that powers the TRD Pro and Trailhunter Tacomas, and the abundant torque was on full display as we barreled up freeway off-ramps or sauntered up steep off-road climbs that might've needed the torque multiplication of low range in prior years but didn't here.

If you're thinking the i-Force Max makes the new Cruiser some kind of ersatz Prius, think again. The Max is not like a two-motor Toyota hybrid designed to maximize fuel economy. Instead, it's engineered to bolster output. That said, fuel economy will improve any time you can recapture energy while slowing and redeploy it later because the electric motor's supplemental power is paid out even if you're taking it easy. As a result, the new Land Cruiser is EPA rated to deliver 23 mpg combined (22 city/25 highway), a massive 64 percent improvement over the old 5.7-liter V-8's 14 mpg combined rating.