The Toyota Land Cruiser is a highly regarded off-road vehicle with a storied history and a reputation for being a versatile, capable vehicle that can handle almost any terrain. Still, it is a relatively new moniker to the Canadian market. After 1996, Toyota axed the Land Cruiser here and prioritized Asian and African markets instead. In consolation, we received the Lexus LX, GX, Toyota 4Runner, and FJ Cruiser. It was a curious omission considering North America has one of the highest percentages of SUVs on the road.

Toyota’s coveted, reliable, and functional SUV is now available to Canadians and with our rose-tinted glasses off, we’re properly excited by this new crop of previously forbidden fruit. But we also have to set our expectations. In the global market, this vehicle is known as the Land Cruiser 250, also referred to as the Prado or LC 250, and is currently the only one available in Canada. Think of it as the ‘lite’ version, whereas other markets, such as Japan and Australia, still offer the larger LC 300 and the same 70-Series Land Cruisers that have been in production since the 1980s, but with minor upgrades and a facelift in 2024. 

Which isn’t to diminish its rugged performance. With a body-on-frame construction, solid rear axle, center and rear locking differentials, and an electronically adjustable sway bar, this is no boulevard cruiser. This is an everyday workhorse and it looks the part. With a silhouette shared with the Lexus GX (and the side mirrors and doors), the Land Cruiser appears boxy, muscular, and it carries a load of visual tension and energy. The entry trim is called 1958 and it channels a retro theme for maximum nostalgia. That includes round LED headlights, 18-inch wheels with mudguards and running boards, and black plastic on the front bumper and wheel arches, making for a simpler and more spartan appearance. We’re not sure who named this paint colour Brown Sugar, but we don’t see any brown and are unaware of any silver-coloured sugars, so don’t be deceived by the spec sheet. For this 1958 model, only Brown Sugar, White, and Black colours are available.

Inside is basic, ergonomic, and purposeful. Think of it as a Uniqlo version of the Land Rover Defender. There’s more black plastic in here than expected for a $70,000 car and many of the panels don’t appear any better than a 3D-printed homebrew, not to mention the cloth seats, but it’s a stark reminder of this car’s ethos. Less glamping, more actual camping. That means an 8-inch center touchscreen instead of the 12.3-inch that comes with the upgraded trim, and a 7-inch driver’s display instead of the 12.3-inch digital cluster. This Corolla-level of garnish can instill a sense of FOMO considering its starting price and the five blank buttons curiously hidden around the dash, but don’t forget that this is an off-roader first and a road car second. Those who prefer the opposite should consider the Grand Highlander instead.

The 1958 model remains nicely appointed, featuring a heated steering wheel, heated seats, and hill descent control. We prefer the cloth seats for their comfort and lower susceptibility to extreme temperatures, and see nothing wrong with their manual adjustment unless we are sharing the vehicle with others. The steering wheel badge has been replaced by TOYOTA lettered script, which adds a sense of ruggedness and swagger that the Japanese brand typically shied away from in the past, but now they’re in full peacock mode. No paddle shifters on this 1958 model but functionality is the name of the game. There are actual buttons for the heating controls, all neatly arranged and not delegated to a confusing touchscreen. The lack of annoying capacitive touch-sensitive buttons is incredibly refreshing. This is driver functionality done properly and we can’t praise Toyota enough for not going down the route of digitalization. 

While the LC does not come with a split tailgate like others before it, you can open the trunk window separately from the trunk door. This lets you throw in groceries without having to access the doors but of note, the trunk floor is slightly elevated by the battery mounted below. And we wish we could eliminate the standard running boards. They stick out a great deal and for taller drivers like myself who don’t need them to climb in, they’re a nuisance and constantly dirty the back of my pants during a wintery egress. 

The windscreen is upright, the windows are tall, and there are more buttons than you can count to adjust the differentials, driving modes, and the 4WD transfer case. Sitting in here makes you feel on top of the world as you peer down to Civics and Corollas, and that’s part of the reason why the G-Wagon, Bronco, Wrangler, and Defender are so popular. 90% of these rugged vehicles won’t ever see a trail, but it’s more about the adventure, the lifestyle, and the visuals that come with it. It’s about the dream of driving anywhere rather than the action itself and the risks that follow.

Only one powertrain is available for the LC, the i-FORCE MAX Hybrid. In English, that means a 2.4-litre turbocharged four-cylinder engine paired with an electric motor and a 1.87-kWh nickel-metal hydride battery. It produces 326 hp and 465 lb-ft of torque through an 8-speed automatic and a selectable four-wheel drive system.

But aren’t Land Cruisers known for their reliable diesel engines and robust V8 configurations? It appears that efficiency was a greater priority for our market, considering their eventual and rather simple suburban use. As such, the hybrid allows for electric-only driving at very low speeds or when cruising under low power demands, meaning you can navigate parking garages silently. Like other Toyota hybrids, the engine will fire back up when needed but if you are precise with your right foot with feathery and articulated pedal modulation, you can maximize its electric potential. Lift and coast is incredibly effective at extending the range, enough for us to achieve an impressive 11.8 L/100km over a mix of city and highway driving. That’s more efficient than the Defender P300 (14.9 L/100km), Bronco Everglades (13.6 L/100km), and Lexus GX 550 (15.1 L/100km), but worse than the Wrangler equipped with its mild hybrid system (11.0 L/100km). 

Be that as it may, we dearly miss the 5.7-litre naturally aspirated V8 in Toyota’s back catalogue. While the turbo-four is well-suited to low-demand driving, it suffers from turbo lag and feels slow and anemic during acceleration. The power delivery is neither gradual nor linear, resulting in either sudden or sluggish acceleration that leaves little room to maneuver in between. Every time you step on the gas, the engine’s heavy vibrations trickle down to the steering wheel, rumbling and buzzing your hands that grasp it. This makes it feel unrefined, considering it has an electric power steering rack. The vibration strength is also proportional to the amount of gas you are adding, but it’s an easy way to tell if the engine is shut off and you are in full-electric mode. There is a noticeable whine from the electric motors during acceleration but it’s undetectable when the stereo is on.

The engine itself doesn’t make a flattering noise either, delivering an uninspiring racket that has us yearning for a free-revving V8 re-run. We’re genuinely disappointed that the twin-turbo V6 from the new Lexus GX is not available here – it’s a superior engine. We also noticed instances where the engine and gearbox did not work in unison, resulting in disjointed shifts and engine stuttering, particularly on rolling stops, partial-throttle acceleration, and low-speed deceleration. There just isn’t the general sense of polish and cohesion that typically blankets these Toyota hybrids. 

If you want all the ruggedness of an off-roader but with some sense of style and road comfort, the Land Cruiser is highly recommended over the relatively brash and cumbersome Wrangler and Bronco. It’s more expensive and the languid turbo-four is hardly confidence-inspiring, but the price is justified for its efficiency, compliant road manners, and iconic looks. The 1958 model is tempting for its generous amenity list and lower entry price but if geometric muscle for a bargain is what you’re after, the new and more affordable 4Runner might serve you better. Those who are willing to upgrade to the non-1958 Land Cruiser will find a more comprehensive SUV with all the trimmings. And since when did people forget that reliability is luxurious? Welcome back to Canada, Land Cruiser.

Specifications:

Model: 2025 Toyota Land Cruiser 1958
Paint Type: Brown Sugar Metallic
Base Price: $70,195
Price as Tested: $70,195
Wheelbase(mm): 2,850
Length/Width/Height (mm): 4,990 / 1,940 / 1,925
Curb weight (kg): 2,430
Engine: 2.4-litre turbocharged four-cylinder, electric motor, 1.87-kWh nickel-metal hydride battery
Horsepower: 326 hp
Torque: 465 lb-ft
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, 4WD
Observed Fuel Consumption (L/100km): 11.8
Tires: Yokohama Geolandar 245/70R18