How Australia shaped the new Toyota LandCruiser 300 Series, and why it will make the next Prado, HiLux, Fortuner and rumoured FJ Cruiser successor better

Australia has played a vital part in the development of the all-new LandCruiser 300 Series, with the knock-on effect helping to mould the next-generation HiLux as well as other closely related vehicles due over the next few years.

This centres around the expectation that the Toyota New Global Architecture – Frame (TNGA-F) – a scalable ladder-frame platform, is set to underpin a number of differently sized SUVs and utes that are in the Japanese brand’s development pipeline.

Along with a host of coming body-on-frame replacements for the American-market Tundra full-size pick-up truck and its Sequoia SUV sibling, this has strong implications for smaller models vital to Australia, including the next-generation Prado, HiLux and its Fortuner SUV spin-off, as well as the related 4Runner (yes, it’s still a thing abroad) and much-anticipated FJ Cruiser replacement.

One Toyota insider revealed to CarsGuide that the effort and resources that have created the new 300 Series architecture will also be applied to the other related body-on-frame models in the future, including utes, and that the LandCruiser is only the beginning.

"It is the obvious conclusion to draw," they said.

With ‘J300’ (as the 300 Series is known internally) development commencing seven years ago, in 2014, Toyota Australia (TA) became involved right from the start and is continuing to help shape upcoming models as well. 

According to TA senior manager for vehicle evaluation, Paul Diamandis, "if it’s tough enough for Australia, it’s tough enough for the rest of the world".

Consequently, while the new LandCruiser's homeroom is Toyota in Japan, TA led engineering development, with more prototypes coming to Australia than anywhere else. Though there are colder areas where the J300 was sent – including in Scandinavia in winter – Australia was chosen for hot-weather durability, strength and off-road performance testing.

“An unprecedented amount of development was done here in Australia,” Mr Diamandis revealed.

Toyota emphasised how much existing-customer research was conducted in order to address previous shortcomings to improve the new model.

“We had a go-to-the-source mentality with Toyota engineers coming from Japan (to talk to owners),” he added.

Key points had from this research: maintain or improve quality, durability, reliability, diesel performance, long-distance comfort and towing capability. After all, though still a wagon body sat on a ladder-frame chassis just like the first ones were some 70 years ago, the J300 is claimed to be all-new – “new-from-the-ground-up new” – sharing no components with its 14-year-old J200 predecessor.

There is also a big emphasis on accessories – with bull bars, roo bars, tow bars and extra lighting developed or tuned here as required.

“The targets were to improve on the J200’s immense capabilities, including off-road and on-road performance, engine performance and response, better handling and steering agility, to improve nimbleness and achieve even better durability,” Mr Diamandis said.

Given their virtually identical dimensions (including the same 2850mm wheelbase), J300 mules disguised as the J200 started arriving in 2015, with the Vehicle Engineering team testing in the tropics, high country and desert. In the end, six prototypes underwent very extensive evaluation in these conditions.

“With an all-new platform and new upper body, we have to meet Australia’s needs,” Mr Diamandis explained.

As a result, it was deemed that a body-on-frame construction was again necessary for optimum off-road toughness. A switch to monocoque was discussed in the beginning but not seriously considered as it was concluded that a separate chassis was the best way to achieve Toyota’s off-road goals.

But there was also a big push to shed weight while increasing efficiency.

So, for the first time in the LandCruiser’s 70-year history, while the frame remains high-strength steel, all the “bolt-on” body panels are made of aluminium. This means the doors, mudguards, bonnet and tailgate. Not just for economy’s sake, but also for a lower centre of gravity and thus better high-speed stability and control.

Saving weight also drove the move from V8 to V6 engines. Going aluminium plus downsized engines means an average of 200kg has been saved.

The 300 Series will launch with an all-new 3.3-litre V6 twin-turbo diesel engine, delivering 227kW of power and 700Nm of torque. Over the old 200kW/650Nm 4.5-litre V8 twin-turbo diesel, this represents a rise of 27kW and 50Nm. The transmission is an Aisin-built 10-speed torque-converter automatic.

The suspension is a redesigned version of the double wishbone front and five-link (with Panhard Rod) independent rear suspension system as used in the 200 Series. Axles front and rear are rigid. There is no air suspension option at this time, but adaptive dampers are available on higher-grade models. Towing capacity is 3500kg braked/750kg unbraked.

There is also an all-new off-road control system honed in Australia. Dubbed Multi-Terrain System (MTS), as per the current LandCruiser, the J300 version is far more integrated than the last one, working in unison with the drivetrain, brakes and suspension for better results. Importantly, it also now works in High Range and not just Low Range. There is also a new Crawl system, with the hydraulics tuned by TA. The 300's official running clearance is 245mm. Toyota states ground clearance is 235mm.

The powered steering is a hydraulic-actuated rack and pinion system, with higher-grade models gaining an additional electric assistance feature for the new and/or upgraded driver-assist safety systems. There are also switchable sway bars front and rear that can be independently actuated, for greater off-road articulation. This is an evolution of the KDSS sway bar disconnect system that debuted in the last-generation model.

The tyres are smaller, too, to also save weight and improve rolling resistance, all in the name of efficiency. TA says tyre companies worked in Australia to specifically develop these special tyres for the J300. Sizes are 245/75R17 on a 17x7J rim, 265/65R18 on an 18x7 1/2J rim, and 265/55R20 on a 20x8J rim.

Wheels move from a five-stud to a six-stud pattern. There is no provision for a second battery under the bonnet.

Finally, with the move to smaller fuel tanks (some 28 litres smaller, at 110L – 80L for the main one and 30L for the sub-tank), the all-new TNGA-F platform has been designed for future electrification applications.

There’s more too relating specifically to the 300 Series, but we’ll have to wait closer to its release in the fourth quarter of this year to find out.

How much of these technologies and way of thinking will find their way onto the next Prado, HiLux, Fortuner and FJ Cruiser as well? We’re betting the bulk of it - if our sources are correct.

So, stay tuned, because as soon as we find out, you will too.