Toyota Land Cruiser vs Audi Q8

What's the difference?

The Sahara version of the LandCruiser 300 is an impressive large 4WD wagon: refined and comfortable on-road, and it adequately retains that renowned ’Cruiser capability off-road.

It's supremely comfortable seven-seater and has heaps of potential as a touring vehicle, but while there's plenty to like about the Sahara spec, the updated seven-seat GXL (up $2029, to $110,820 excluding on-road costs) offers a more appealing compromise between price and features, especially now that it has a cool box in the centre console, four-zone climate control (previously two), and eight-way power-adjustable driver’s seat (with lumbar support), among other additions.

The updated Audi Q8 60 TFSIe quattro S line still looks good inside and out. It fits a family comfortably without feeling too big and there’s enough here to satisfy those who like the luxury features. 

It's price tag will hurt it but the improved power outputs and driving range is a big plus and makes the plug-in hybrid powertrain make more sense.

The LandCruiser 300 Series in Sahara spec strikes a nice balance between practicality and prestige.

The Sahara's exterior has a distinctive LandCruiser appearance: chunky but modern-ish and ready to be fitted with Toyota genuine accessories or aftermarket gear.

The Sahara is 4980mm long (with a 2850mm wheelbase), 1980mm wide and 1955mm high. It has a listed kerb weight of 2620kg.

The Sahara’s exterior has that distinctive LandCruiser appearance, but modernised.

Otherwise, there are chrome exterior mirrors and door handles, and dynamic indicators front and rear that add to its overall quietly classy appearance.

The Silver Pearl premium paint on our test vehicle costs $675. Other paint choices include Glacier White, Ebony, Crystal Pearl, Graphite, Merlot Red, Eclipse Black and Dusty Bronze.

When it comes to style, the Q8 60 TFSIe quattro S line has it in spades. Featuring a design that looks athletic with its long lines and wide stance, you'll always be proud to hop into it.

Red calipers now come standard and they look awesome on the optioned 22-inch alloys. The update sees a redesigned front with new grille and reshaped matrix LED headlights and a 2D badge design.

While SUV coupes aren’t usually my jam, the Q8 manages to tick the 'sexy' box.

The interior is honestly the same and only die-hard fans will notice the new menu screens on the multimedia system. The cabin is a fine example of what a luxury SUV should look like because its polished, well-built and sumptuous but it has the classic Audi edge, so there is still a sporty vibe going on.

The panoramic sunroof adds some airiness to the otherwise dark cabin and the Valcona leather upholstery is liberally splashed about, so most of what you touch feels premium and soft.

There's a sense of familiarity in the 300’s cabin – it's a functional yet premium space – and it's an easy cabin in which to become instantly comfortable.

The driver gets a heated and power-adjustable steering wheel, and ventilated, heated and power-adjustable seat (with power lumbar adjustment), while the front passenger gets a ventilated, heated and power-adjustable seat.

All seats are leather-accented, comfortable and there are soft-touch surfaces throughout the interior.

The Sahara's 12.3-inch multimedia touchscreen is a main feature in the cabin and it's easy to use, now with wireless Apple CarPlay and Android Auto, and there's a wireless charging pad near the shifter. There are USB-A and USB-C charging points upfront.

The centre console houses a cool box and its lid can be opened from either side, so driver or passenger can access whatever is inside.

And – will wonders never cease? – the Sahara has a powered sunroof (aka moonroof).

There are the usual storage spaces, cupholders, receptacles in the doors for bottles, and myriad other spaces for the stuff that you carry every day.

Second-row seats are in a 40/20/40 split-folding configuration, and the third row is a power-folding arrangement that stows away forwards and flat.

The Sahara's cargo space, when all seven seats are in use, is a listed 175 litres (VDA) behind the third row, increasing to 1004 litres when the second and third row are stowed away.

The rear cargo area has a 220V/100W inverter and four tie-down points.

The cabin offers plenty of space for passengers and you never feel like you're jostling for elbow room unless there's three adults across the rear seat. Comfort is high with ergonomic seating up front with plenty of adjustment and functions. The rear seat has long bases and the seat backs can recline.

Individual storage leaves a little to be desired for the class and the glove box shoulders most of the burden up front as the middle console is really just a shallow shelf large enough for a wireless charging pad and keys or a chapstick.

Each row gets a couple of cupholders and drink holders, and the rear map pockets round out back-seat storage.

Because of the PHEV powertrain, the 60 TFSIe quattro S line has the smallest boot capacity in the line-up at 505L but this is still more than enough for a decent road trip or grocery haul.

The wide boot aperture, level loading area and powered tailgate add some convenience, as does the 40/20/40 split fold on the rear seats.

Access for each row is solid with wide door openings, low seat positions and 205mm ground clearance. Although, the doors have to been slammed shut for them to close properly and this annoyed everyone in the family. You can spring for a soft-close door feature for $1500 and, honestly, it would be worth it.

The 10.1-inch touchscreen multimedia system is logically laid out and the graphics look great. It has haptic feedback which my husband didn’t love as it made it hard to select things on a bumpy road. You also get built-in sat nav, wireless Apple CarPlay and Android Auto. Other than the occasional lag with the CarPlay connecting upon start up, it's all simple enough to use.

Charging options are good with two USB-C ports in each row and the front also gets a wireless charging pad. The big 12.3-inch digital instrument cluster looks great but it can be annoying to find information on it or personalise it.

There are three Q8 grades before you hop into the flagship SQ8 performance model, and the variant on test for this review sits second from the top.

The mid-life refresh sees pricing increased across the entire range and adds over $1700 to the (already steep) $154,284 MSRP price tag.

Compared to its plug-in hybrid rivals, the BMW X5 xDrive50e and Volvo XC90 Recharge Ultra T8, the 60 TFSIe quattro S line slides in as the most expensive.

Our test vehicle has also been fitted with a few extra items like 22-inch alloys, metallic paint and a luxury seat package, which adds ventilation function to the front seats and heated rear outboard seats. It does tack on $9900 to the overall price tag, though.

The 10.1-inch multimedia system remains and while it sits on the smaller end compared to some of its rivals now, it does get an updated layout and apps for 2025.

Other standard equipment includes a panoramic sunroof, matrix LED headlights, heated side mirrors with memory, keyless entry and start, a powered tailgate, heated front seats, electric lumbar support, three-zone climate control, electrically adjustable steering wheel, electric auto cargo cover, and a tyre repair kit.

The technology is the standout with a 17-speaker Bang & Olufsen sound system, wireless Apple CarPlay and Android Auto, digital radio, as well as built-in satellite navigation, a 12.3-inch digital instrument cluster and colour head-up display.

You also get an Audi Connect plus app which allows remote access for security and assistance services including car finder with remote signal, remote lock and unlock, emergency call, and online roadside assistance.

Does the PHEV Q8 offer good value? Value is relative, the features list is fairly robust but it’s hard to ignore that this PHEV sits $10K above its internal combustion siblings.

The Sahara has the 300 line-up’s 3.3-litre V6 twin-turbo diesel engine, producing 227kW at 4000rpm and 700Nm from 1600 to 2600rpm.

It has a 10-speed automatic transmission, high- and low-range 4WD, as well as a centre diff lock.

What it also has is a handy array of 4WD-focussed driver-assist tech onboard, which includes crawl control, downhill assist, hill-start assist, multi-terrain select, multi-terrain monitor with panoramic view, and active traction control (A-TRC). 

It also has what’s called turn assist which, when activated through crawl control, helps to reduce the 300’s turning radius by braking the inside rear wheel – and while it initially seems like a bit of a novelty, this feature may come in very handy if you have to work your way through especially narrow and twisty bush tracks.

The Q8 60 TFSI e is AWD and has a 3.0-litre V6 turbo-petrol plug-in hybrid powertrain for a combined power output of 360kW and 700Nm of torque.

The power output has increased by 20kW with the mid-life refresh and that shaves 0.4 seconds off the 0-100km/h sprint time bringing it down to just 5.0 seconds. So it’s a quick and powerful SUV.

The powertrain is paired with an eight-speed automatic transmission which is mostly smooth and the switch between petrol and electric is fairly seamless.

As far as plug-in hybrids go, everything seems to work well here.

Official fuel consumption is listed as 8.9L/100km on the combined cycle.

I recorded 12.4L/100km on this test, which is reasonable considering I did a solid half-day of low-range four-wheel driving, book-ended by 100km of highway driving.

The Sahara has an 80-litre main fuel tank and a 30L sub-tank (totalling 110-litre fuel capacity) so, going by my on-test fuel-use figure (12.4L/100km), you could expect a driving range from a full 110 litres of almost 890km.

The mid-life update sees a larger 25.9kWh lithium-ion battery which improves the electric driving range by 27km, bringing it up to 74km overall. This still falls short of its direct rivals but it’s an improvement for efficiency because it’s now more than enough range if you’re just doing the school runs and some errands around town.

The Q8 60 TFSIe has a Type 2 charging port and like most plug-in hybrids, lacks a CCS enhancement, so you have to make do with AC charging options with this one. On a 7.4kW AC charging system you can go from 0-100 per cent in three hours and 45 minutes but if you’re using just a standard house plug port, it will take a few hours more. It's best to leave it overnight.

Audi throws in three charging cables, including a 240-volt domestic charger but you have to pay extra for a wall-mounted box.

The official combined fuel cycle is a low 1.8L/100km and like all plug-ins the best efficiency will be achieved if you charge it often. After charging almost every day and doing a mix of open road and urban driving, my real-world usage has popped out at 7.7L/100km, which isn’t as good as I was hoping but it’s not terrible. I would expect the efficiency to drop on longer trips.

The Q8 likes to drink the good stuff and Audi recommends a minimum 95 RON unleaded petrol to be used for this grade.

The Sahara is quiet and well-behaved on-road.

Steering is light and responsive and, with a 11.8m turning circle, this big 4WD feels nimble in the bush, even on tight tracks or pinched approaches to hills or creek crossings.

The V6 offers up plenty of power and torque, and that’s smoothly managed through the 10-speed auto.

Ride and handling are well sorted but, this being a LandCruiser, it’s soft and comfortable, rather than dynamic.

Its suspension – double wishbone, independent at the front and live axle and multi-links at the rear, with coils all-around – manages to soak up most imperfections in the road surface.

The 300 Series' brakes – ventilated discs all-around – brought the big Cruiser to a controlled stop during two emergency-braking scenarios.

The Sahara does miss out on some of the handy 4WD gear featured in the two higher grades (Sahara ZX and GR Sport), namely Toyota's sway-bar-disconnect equivalent electronic Kinetic Dynamic Suspension System (included onboard the GR Sport), front and rear differential locks (GR Sport), adaptive variable suspension (Sahara ZX and GR Sport) and a rear torque-sensing limited-slip differential (ZX).

But ultimately, unless you're really going all-out to break your Cruiser while 4WDing, then the Sahara has enough old-school and new mechanicals and driver-assist aids to get you through the majority of off-road challenges.

Put it this way: we managed all obstacles at our testing ground without any strife.

The V6 produces more than enough power and more torque – up 27kW and 50Nm over the V8 – and that power and torque is consistently delivered across a broad rev range.

The 10-speed auto is a clever match for this engine, making for a smooth pairing, never floundering through ratios in an attempt to find the sweet spot; it’s always pretty close to bang-on.

High- and low-range gearing are solid in the 300 Series, and the Cruiser has a 50:50 centre diff lock.

There’s also a comprehensive suite of driver-assist tech onboard aimed at making your off-roading escapades easier and safer.

The traction control system has been well calibrated and is quite seamless in its application.

The 300's multi-terrain select system includes driving modes such as Sand, Mud and Rock to suit the terrain you're on. These modes adjust various vehicle systems – including throttle control, engine output, and transmission response – to give you the best chance possible of tackling every off-road obstacle safely and in a controlled fashion.

Off-road measurements and angles are decent: ground clearance is 235mm, wading depth is 700mm, and approach, ramp-over and departure angles are 32, 21, and 25 degrees, respectively.

As well as its dialled-in off-road traction control and all of those driving modes, it has handy tech such as crawl control, which works like a low-speed cruise control.

Its tyres are the only real flaw in the 300 Series’ off-road set-up, as its standard Bridgestone Dueler all-terrains (265/65R18) are better suited to dry-track, light-duty 4WDing in good weather than taking on any hardcore 4WDing.

In terms of towing capacity, the 300 Series can legally tow a 750kg unbraked trailer, and the industry-standard of 3500kg braked for large 4WD wagons.

The Q8's athletic looks are matched by its on-road handling. The power has a hefty kick that’s effortlessly delivered once you’re up to speed. It did have a few confused moments when I had to accelerate quickly from a full stop - the lower gears didn’t immediately engage and I got a proper bunny hop but it was short lived and for the most part the powertrain delivers the goods.

The adaptive air suspension makes for a comfortable ride despite the massive wheels and you can comfortably cruise around town or the highway without much jostling.

Cabin noise is minimal around town but you get a low hum of road noise at higher speeds. Overall, it's still a refined cabin space to spend a lot of time in.

I do miss hearing some of the engine thrums though because even when the battery is depleted, you don’t get a lot of engine feedback. It certainly adds to the refinement but it loses some of the fun.

The higher driving position feels comfortable and visibility is quite good. Steering is responsive and feels sporty with lane changes but its 13.3m turning circle lets it down in car parks.

The 360-degree view camera system is clear and this has multiple parking sensors. In theory parking should be easy but again, until you get used to that bigger turning circle it can feel clumsy in smaller spaces.

The PHEV Q8 variant is unrated with ANCAP as it’s not covered by it’s siblings' five-star rating from 2019, but it does have a lot of standard safety features like eight airbags, including side chest airbags for the front and rear passengers. Surprisingly, it misses out on a front centre airbag though. 

A standout feature is the safe exit assist which will delay your door from opening if it detects a car or cyclist. Always a handy thing when you have a kid like mine who can carelessly throw open their door.

There is also a ‘pre-sense’ feature where the car detects that you’re approaching traffic at lights or a roundabout and it will automatically start slowing down for you, which I quite liked.

Other standard features include adaptive cruise control with stop and go, lane keeping aid, lane departure warning, blind-spot monitoring, forward collision warning, rear cross-traffic alert, driver attention monitoring (sound and visual alerts), 360-degree view camera system, front and rear parking sensors, tyre pressure loss indicator, intelligent seatbelt reminders, first aid kit, hi-vis vests and a collapsible warning triangle.

The autonomous emergency braking (AEB) has car, cyclist and pedestrian detection and is operational up to 85km/h (up to 250km/h for cars).

There are two ISOFIX child seat mounts and three top tether anchor points. The rear seat is wide enough to accommodate three child seats side by side.

The safety systems feel well-calibrated and are not intrusive for daily driving. In a world when cars seem to chime an alert for everything, this is a welcomed plus.

The LandCruiser 300 Sahara is covered by a five-year/unlimited-kilometre warranty, which is par for the course in the mainstream market. Owners may extend the engine and driveline warranty to seven years by adhering to service schedules.

Service intervals are scheduled for every six months or 10,000km, whichever comes first. Those timings are shorter than the more usual 12 months/15,000km.

Capped-price servicing applies to the first 10 services at a cost of $420 each (correct at time of writing).

Audi offers the Q8 60 TFSIe with a five-year/unlimited kilometre warranty and the battery is covered by an eight-year/160,000km warranty which are all pretty standard terms compared to its rivals.

There is a standard five-year servicing package that costs $3570 and servicing intervals are spaced at every 12 months or 15,000km, whichever occurs first. However, if you purchase the Audi Advantage Package you add a further two years of coverage to the warranty, roadside assistance and servicing, which is pretty good for the class.