Toyota's been selling the Land Cruiser in North America since 1958, and there's an all-new 4Runner on the way. Can a re-engineered FJ Cruiser be far behind? For now, it's the 2024 Land Cruiser in the spotlight after a three-year hiatus and having been fully redesigned for the US market for the first time since 2008.
The previous-generation J-200 Land Cruiser was a low-volume offering, never cracking 4000 units annually in the US, partly due to the restrictive pricetag starting above $85,000.
But Toyota bosses have hatched a strategy that could crank up Land Cruiser sales: They cut the base price $30,000.
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.
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.
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.
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