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Top issues
14 known problems · 3 high
high
Vehicle theft / keyless security flaw
All engines
high
Machining-debris engine recall (bearings)
3.3L F33A-FTV twin-turbo diesel
high
Transmission control (TCM/ECT-ECU) software recall
3.3L F33A-FTV twin-turbo diesel
Recalls
2 on recordREC-005908
2024-02-27
Defect: Due to a design issue, the transmission control module may not operate as intended.
Hazard: If this occurs, the automatic transmission may continue to transfer engine power to the wheels when shifted to Neutral; if the brake pedal or park brake are not applied, this may result in unintended vehicle movement.
Remedy: Toyota will contact owners to arrange a free transmission control module software update; until then, owners are encouraged to use Park rather than Neutral.
Affected: 28,491 units, LandCruiser 300 (FJA300) and Tundra (VXKH75), 2021-2024
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
REC-006549
2026-02-26
Defect: If a transmission solenoid fails under certain conditions, the Transmission ECT-ECU may not communicate the fault to the Engine ECU, causing the transmission to over-rev in certain gears.
Hazard: In rare cases, transmission fluid leaks could occur and, if they contact hot exhaust components, increase the risk of fire.
Remedy: Toyota dealers will reprogram the Transmission ECT-ECU software, free of charge.
Affected: 11,019 units, LandCruiser 300 (FJA300R), built February-December 2025
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
Check a specific car by VIN at vehiclerecalls.gov.au.
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Generations
Best and worst years for the Toyota LandCruiser →
After: None (current model)
Price (AUD)
$90k-$160k
Body styles
5-door wagon
Drivetrain
Full-time 4WD (Torsen centre diff, lockable; dual-range)
Origin
Japan
Built in
Japan
Overview
The J300 replaced the long-running 200 Series in Australia in mid-2022, dropping the old 4.5L V8 diesel for a lighter, twin-turbo 3.3L V6 diesel (F33A-FTV) on a new TNGA-F ladder chassis. Sold here as GX, GXL, VX, Sahara, GR Sport and Sahara ZX, all with full-time 4WD, a 10-speed automatic and 3500kg braked towing. Unlike many markets, Australia got the diesel only at launch - the 3.5L V35A twin-turbo petrol V6 was never sold here - with the i-FORCE MAX petrol-hybrid (3.4L twin-turbo V6 + electric motor, 341kW/790Nm) arriving mid-2026 on GR Sport and Sahara ZX only. Demand massively outstripped supply, creating multi-year waitlists and inflated used prices. Mechanically the F33A is proving robust, but it is a heavily emissions-laden modern diesel: watch the documented oil consumption, the heat-soak/intercooler limp-mode tendency in Australian summer, and a string of recalls (transmission control software, the exhaust fuel-addition injector 'soft recall' on 40,000+ cars, and a machining-debris engine campaign).
Engines & variants
3.3L F33A-FTV twin-turbo diesel
Engine
3.3L common-rail twin-turbo diesel V6 (DOHC, DPF + SCR/AdBlue, 'hot-vee')
Engine code
F33A-FTV
Config
V6 twin-turbo
Displacement
3346cc
Power
227kW @ 4000rpm
Torque
700Nm @ 1600-2600rpm
Drivetrain
Full-time 4WD (Torsen, lockable; dual-range)
Economy
8.9-10.5 L/100km combined (ADR ~8.9, real-world 10-13 loaded/towing)
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
10AT
Timing chain / belt / gear
Chain-driven (one primary roller chain plus two secondary chains)
Pros
- Lighter, far more powerful and torquier than the old 200 Series V8 diesel
- 3500kg braked towing with strong, flexible mid-range
- Chain-driven timing and structurally sound internals
- Smooth 10-speed auto and genuine long-distance touring comfort
- Excellent resale and enormous parts/accessory support
Cons
- Heavily emissions-laden (DPF + SCR/AdBlue) - the usual modern-diesel complexity
- Documented excessive oil consumption on some engines
- Water-to-air intercooler can heat-soak and trigger limp mode in extreme heat/load
- Multiple recalls (transmission software, fuel-addition injector, machining debris)
- High purchase price and theft target
Known problems
medium
Excessive engine oil consumption
Some F33A engines consume noticeably more oil than expected - Toyota dealer guidance has acknowledged consumption up to roughly 1.7L between standard 10,000km services, attributed in part to the thin 0W-20 spec. Not universal but worth monitoring, especially when towing.
Fix: Check oil level regularly between services and keep records; raise consumption with Toyota under warranty as a baseline for any later claim. Severe cases investigated/rebuilt under warranty.
medium
Heat-soak / intercooler limp mode (intake air temp)
The factory water-to-air intercooler and heat exchangers can struggle to control charge-air temps under sustained load in Australian summer heat, dropping the engine into limp mode to protect itself - worse when bull bars, lights or accessories block airflow to the front heat exchangers.
Fix: Keep the cooling stack clear; many tourers fit upgraded heat exchangers/intercooler cores. Avoid airflow-blocking accessory installs.
medium
Exhaust fuel-addition injector ('soft recall')
Toyota Australia ran a customer-service exercise on more than 40,000 LC300s to rectify a potential fault with the exhaust after-treatment fuel-addition injector used in the DPF/emissions system.
Fix: Confirm the campaign has been completed by a Toyota dealer; check the VIN against the campaign/recall record before purchase.
high
Machining-debris engine recall (bearings)
A recall covered LC300 (and Tundra/LX) engines where machining debris may not have been fully cleared in production; debris adhering to bearings under sustained high load can cause knocking, rough running, no-start or engine stall, and ultimately bearing failure.
Fix: Verify the engine recall has been actioned for the specific VIN; inspect/replace short engine where required under the campaign.
high
Transmission control (TCM/ECT-ECU) software recall
Safety recalls covered the 10-speed automatic: a TCM programming issue where the transmission could continue transmitting power in neutral, plus a later ECT-ECU software issue (~11,000 cars) where it could rev faster than intended causing loss of motive power and a fluid leak.
Fix: Confirm the transmission software recalls are completed for the VIN; reflash by a Toyota dealer at no cost.
low
Low-speed transmission/DPF behaviour and towing heat
Owners report occasionally jerky low-speed engagement and slow kickdown from the 10-speed, and DPF regen quirks; transmission temps can climb when towing heavy.
Fix: Aftermarket transmission cooler for heavy towing; regular highway running helps DPF regen complete.
3.4L i-FORCE MAX petrol-hybrid
Engine
3.4L twin-turbo petrol V6 with single electric motor between engine and gearbox, 1.8kWh NiMH battery (hot-vee twin-turbo)
Engine code
V35A-FTS / 1-motor hybrid
Config
V6 twin-turbo + electric motor
Displacement
3445cc
Power
341kW combined
Torque
790Nm combined
Drivetrain
Full-time 4WD (lockable/Torsen; dual-range)
Economy
~11-13 L/100km combined (petrol-hybrid, indicative)
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
10AT
Timing chain / belt / gear
Chain-driven
Pros
- Most powerful LandCruiser ever sold here (341kW/790Nm)
- Strong, immediate torque with electric assist
- Retains full-time 4WD, multi-terrain select and 3500kg towing
- Avoids diesel DPF/AdBlue emissions complexity
Cons
- Brand new to Australia (mid-2026) - no long-term reliability record yet
- Petrol-hybrid will be thirstier than the diesel, especially towing
- Only on top GR Sport and Sahara ZX grades at ~$156k+
- 1.8kWh battery forces spare-wheel relocation; added hybrid complexity
Known problems
medium
Unproven long-term reliability (new powertrain)
The i-FORCE MAX hybrid only reaches Australian customers from mid-2026, so there is no local long-term durability data for the hybrid system, battery or the twin-turbo petrol V6 in heavy 4WD/towing use.
Fix: Buy with full Toyota warranty; let early-build data accumulate before relying on it for remote heavy-duty touring.
low
Petrol-hybrid fuel use when loaded/towing
A 2.6-tonne 4WD on a turbo-petrol hybrid will use considerably more fuel than the diesel when towing 3500kg or loaded for touring - the hybrid helps around town, less so under sustained heavy load.
Fix: Accept higher fuel cost for heavy work, or choose the diesel for long-haul towing.
low
Hybrid battery / electrical complexity
Added high-voltage battery, electric motor and (unlike the diesel) electric power steering introduce more electrical complexity into an otherwise rugged platform.
Fix: Service at Toyota; ensure hybrid system checks are part of scheduled servicing.