2026 Toyota LandCruiser 300 Series Hybrid review: Quick drive

Toyota has long championed hybrid technology, starting in 1997 with the debut of the original Prius.

But while its petrol-electric hybrid systems have thus far been employed to lower fuel consumption, Toyota has now found a way to use the technology to boost performance for large, off-road-leaning models.

The first of Toyota's ‘Performance Hybrid’ models in Australia was the Tundra US pick-up, but when this LandCruiser Hybrid lands in local showrooms early next year, it should prove much more popular with buyers.

Under the bonnet of both models is a 3.5-litre twin-turbocharged petrol V6, augmented by a single electric motor.

In the Tundra, combined outputs reach 326kW/790Nm, but the brand is yet to confirm exact figures for the LandCruiser Hybrid.

We expect the power and torque figures to at least reach these numbers, given the Middle Eastern version makes 341kW. But either way, it still beats the 3.3-litre turbo-diesel V6 that punches out 227kW/700Nm.

More important than numbers however, is how it puts that power down.

While we only sampled the LandCruiser Hybrid for a limited time at Toyota’s test track in Altona, a non-timed zero-to-100km/h acceleration test was conducted.

The current diesel-powered model will hit 100km/h from a standstill around eight seconds, but the LandCruiser Hybrid certainly felt much brisker.

The way the power was delivered is also different, with throttle response feeling instantaneous, rather than met with a delay or lag as revs climb and the turbocharger comes on song.

It is a welcome experience to have a model as large as the LandCruiser feel as responsive on throttle, and helps to instil more confidence in the driving experience.

While the LandCruiser Hybrid offers a different powertrain, it has retained many of the characteristics that make the model so appealing in the first place.

Namely, it will still handle some pretty gnarly terrain, and is still rated to haul a maximum braked capacity of 3500kg.

On the latter, its ability to hit the segment-standard figure that customers expect was a key deciding factor into bringing the new model to local showrooms.

While we did not do any towing at the preview event, there was an off-road course on hand to see how surefooted the new LandCruiser can be.

Steep inclines, water wading, and moguls, the LandCruiser Hybrid ate up everything that was thrown at it without any hints of trouble.

In fact, the Crawl mode used over uneven terrain felt just as smooth and effortless as a diesel, thanks to the more responsive petrol engine.

The usual off-road tricks were also present in the LandCruiser Hybrid, including low-range gearing, locking differentials, and various traction modes for differing surfaces.

We’ll obviously reserve full judgement until the car launches and we can drive the LandCruiser Hybrid on public roads, but from the small sample we tasted in controlled conditions, Toyota is retaining the LandCruiser’s signature characteristics, just with a new powertrain.

The success of the model will be determined by several factors beyond its ability to handle a rough road and tow a caravan.

Only the top-spec Sahara ZX and GR Sport variants will be available with the new petrol-electric hybrid powertrain, which will also come at a price premium over their diesel counterparts.

This means a 2026 Toyota LandCruiser Hybrid will likely wear a sticker price north of $150,000 before on-road costs – making it a hard pill to swallow for some.

The LandCruiser Hybrid will also seat only five occupants, rather than the three rows available in some diesel-powered variants, which might also take it off some buyers’ shopping lists.

The off-road credibility of the LandCruiser Hybrid might not be in question, but its efficiency will be a huge determining factor, we suspect.

The diesel-powered LandCruiser GR Sport features a 110-litre fuel tank, and consumes a claimed 8.9 litres per 100km, making its overall cruising range a gargantuan 1236km – or easily enough to the Melbourne to Sydney journey without the need to refuel.

While the LandCruiser Hybrid’s Middle Eastern documentation claims a 9.2L/100km figure, our real-world testing of the Tundra showed a number closer to 14L/100km, making it as thirsty as a V8-powered rival like the Nissan Patrol.

Clearly this new hybrid system is not designed to the most economical, but driving distance is a key consideration for vehicles of this ilk, and if buyers need to make frequent stops to refuel as a result, the diesel might still be the better bet.

There are still too many unknowns to determine whether the LandCruiser Hybrid is a good car, but this early taste has whetted our appetite to see exactly how this recipe comes together for Toyota.

The brand is known for delivering solid commercial hits and consistently ranks at the top of each segment it fields a model in. While it's true that Toyota does have a few misses, it will sting especially hard if that miss is wearing a LandCruiser badge.

Will there be buyers? Of course, but whether Toyota can change the minds of diesel-wedded customers with the LandCruiser Hybrid is a question that will be answered in due course.

Tung Nguyen has been in the automotive journalism industry for over a decade, cutting his teeth at various publications before finding himself at Drive in 2024. With experience in news, feature, review, and advice writing, as well as video presentation skills, Tung is a do-it-all content creator. Tung’s love of cars first started as a child watching Transformers on Saturday mornings, as well as countless hours on PlayStation’s Gran Turismo, meaning his dream car is a Nissan GT-R, with a Liberty Walk widebody kit, of course.

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