2017 Toyota Land Cruiser

The 2017 US Land Cruiser (200 Series, post-2016 facelift) came in one trim with one engine, the 3UR-FE 5.7L V8. There was no hybrid in 2017; the hybrid powertrain arrived with the 2024 250 Series.

The V8's 401 lb-ft is strong for the off-road SUV class, though the vehicle's curb weight of about 5,800 lb absorbs a lot of it.

Quick for a vehicle of about 5,800 lb, and among the faster body-on-frame off-roaders of its era.

The naturally aspirated V8 is smooth, quiet and lag-free, with linear delivery that reviewers praise. It feels heavy rather than eager, and its thirst is the main criticism.

The 8-speed automatic, added in the 2016 refresh in place of the 6-speed, shifts smoothly and keeps the V8 in its torque band. Kickdowns can be leisurely, but it rarely hunts.

The 8,100 lb rating is the top of the SUV band and is standard, since there is a single configuration.

Full-time 4WD is standard, with a two-speed transfer case and low range, a lockable Torsen center differential, Multi-Terrain Select, and Crawl Control.

It is a body-on-frame SUV with low range, a locking center diff, KDSS (Kinetic Dynamic Suspension System), Crawl Control, Multi-Terrain Select and Monitor, and about 8.9 in of clearance. It is hugely capable, but it lacks a factory rear locker in the US and has no dedicated off-road trim.

There is a single powertrain (5.7L V8, 8AT, full-time 4WD) in a single trim, with no electrified option in 2017.

The 2017 Land Cruiser was sold only with the 5.7L gas V8, so this is the gas figure even though the registry's scored class for the nameplate is hybrid (the hybrid arrived with the 2024 250 Series). The raw EPA value is reported as-is.

This is the EPA city rating for the only 2017 configuration.

This is the EPA highway rating for the only 2017 configuration.

The EPA does not publish a range for gas vehicles, so the figure is computed as the 24.6-gallon tank times 15 MPG combined. Highway range is about 440 mi.

This is the EPA's annual fuel-cost estimate at current regular-gasoline prices, which is very high for the segment.

The V8 runs on regular unleaded; there is no premium requirement or other energy need.

The 200 Series Land Cruiser (2008–2021 US) was never crash-tested under NCAP, so 2017 carries no overall rating. Note: the 2017 US model was offered only with the 5.7L i-FORCE V8 (no hybrid existed until the 2024 generation); safety content is unaffected by powertrain.

IIHS never tested the 200 Series in any crash test, so no award and no crashworthiness evidence; the body-on-frame design dates to 2008 and predates the small-overlap test. Scored low-band for absence of data rather than known poor results.

Single well-equipped trim: Toyota Safety Sense P (pre-collision with pedestrian detection, lane departure alert, auto high beams, dynamic radar cruise) plus blind-spot monitor, rear cross-traffic alert, front/rear parking sensors and surround-view camera all standard from the 2016 refresh onward.

Standard radar/camera pre-collision system with pedestrian detection, but IIHS never rated this vehicle's front crash prevention and first-generation TSS-P lacks nighttime pedestrian or cyclist capability.

Blind-spot monitor and rear cross-traffic alert are standard on the sole trim, but alert-only — no rear cross-traffic braking, safe-exit alert or trailer-length coverage.

Only Lane Departure Alert (warning) is fitted; there is no steering-assist lane keeping or lane centering on the 2017 Land Cruiser.

Dynamic Radar Cruise Control is standard and works competently at highway speeds, but there is no lane-centering highway assist to pair with it and stop-and-go refinement trails newer systems.

No hands-free driving system was offered on the 2017 Land Cruiser.

Standard LED headlights with automatic high beams from the 2016 refresh, but IIHS never rated this vehicle's headlights, so real-world performance is unverified.

Tall, upright greenhouse and commanding seating position give good natural sightlines; the standard multi-terrain surround-view camera and front/rear sensors compensate for its bulk.

Wide rear doors and a roomy second row make car-seat installs workable, but LATCH is limited to the two outboard second-row seats and the cramped side-folding third row is poor for child seats.

The 2017 US Land Cruiser came in one trim, with three rows and seating for eight as standard.

Every 2017 Land Cruiser has a standard moonroof, which gives modest front headroom for a large SUV.

Front legroom is generous.

Second-row headroom is good. The second row sits higher than the front row.

Second-row legroom is tight for such a large vehicle, a known weakness of the 200 Series packaging.

The third row is standard but has 28.3 in of legroom and a low, knees-up cushion, so it is for children or short trips only. Its seats split and fold up against the cargo-area sides rather than into the floor.

The figure is with the third row folded to the sides, where the stowed seats eat into cargo width. That is modest for a full-size body-on-frame SUV.

Maximum cargo space is competitive with mid- and full-size three-row SUVs, though the load floor is high.

A refrigerated center-console cool box and a 120V AC outlet are useful touches. The side-hinged third row compromises cargo-area usability.

The leather front seats are heated and ventilated and comfortable over long distances. The second row is supportive but short on legroom, and the third row is poor.

Standard KDSS and a long-travel independent front suspension make for a smooth, isolated highway ride for a body-on-frame SUV, though it floats and leans on undulating roads.

Road and wind noise are well suppressed and the V8 is hushed at cruise. Its boxy shape brings some wind rustle at speed.

Standard four-zone automatic climate with 28 vents, heated and ventilated front seats, a heated steering wheel, an auxiliary heater and a cool box, all on the single trim.

The 2017 US Land Cruiser came in one fully loaded 5.7L V8 trim with no factory options except color. That made it one of the most expensive mainstream-brand SUVs on sale, far above the SUV band ceiling.

Because there was a single trim, the volume trim is the same as the base price.

Repair costs are low for the 200 Series given Toyota's durability record. Maintenance on the large V8 4WD (fluids, tires and brakes for a ~5,800 lb vehicle) runs above mainstream SUVs, landing mid-band.

The 200 Series Land Cruiser is among the best-holding full-size SUVs; 2017 examples were still trading in the low-to-mid $50Ks five years on, during the 2022 used-market spike.

Toyota's standard basic warranty, at the bottom of the band.

Toyota's standard powertrain coverage, at the bottom of the band.

ToyotaCare covers factory-scheduled maintenance and 24-hour roadside assistance for 2 years/25,000 miles. That is a short included-maintenance window that luxury rivals such as the Lexus LX and BMW X5 matched or beat at this price.

$85,970 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $53,301) leaves about $32,669 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,869 in total.

The 2017 Land Cruiser is a late J200 (200-series, 2008 generation, refreshed for 2016) and a carry-over year, so the prediction rests on nine years of a stable, fully debugged design. J.D. Power rated it 4/5 (above average) and Consumer Reports' owner data for this generation is likewise above average; scattered transmission-shift and EVAP complaints keep it just short of the very top of the band.

In the 2017 era Toyota (with Lexus) was a fixture at or near the top of both Consumer Reports' brand reliability rankings and J.D. Power's Vehicle Dependability Study, and has stayed there since.

A very clean record for a nine-year-old generation: the only campaign touching the 2017 model year is the 2008–2019 front-passenger seat-belt tension sensor harness recall, which is safety-relevant (it can deactivate passenger airbags) but was a one-time hardware fix with no repeat campaigns, no powertrain, fire or structural recalls.

The 5.7L 3UR-FE V8 with the Aisin 8-speed automatic and full-time 4WD is one of the most durable powertrains Toyota sells — the same engine family is famous for 300,000-mile Tundras and the J200 for global, high-mileage fleet use. Minor known items (occasional water pump, harsh shift complaints) don't dent the high-mileage track record.

The 2016 refresh brought a redesigned dash, more stitched leather and wood trim, and the cabin is solidly built from durable materials; but at roughly $84,000 it is judged against luxury SUVs, and reviewers found the design dated and the materials a step behind Range Rover, Mercedes GLS and even its Lexus LX twin.

Built in Japan (Yoshiwara/Arakawa) on a mature line nine years into the generation, the J200 is consistently praised for vault-like solidity and assembly that holds together over very high mileage; few rattle or panel-gap complaints appear in owner reviews.

Toyota's ~1,200+ US dealers all service the Land Cruiser, giving nationwide coverage; Toyota's dealer-service satisfaction is around the mass-market average rather than among the leaders.

The 3UR-FE V8 and many driveline parts are shared with the Tundra, Sequoia and Lexus LX 570, and the 200-series has a huge off-road aftermarket, so parts are easy to find. But this is a heavy, complex premium 4WD (KDSS suspension, full-time 4WD) and RepairPal rates its repair costs above the average car.

The 2016 refresh brought a 9-inch touchscreen, standard on the one US trim.

The screen is high-mounted and easy to read, and it keeps physical knobs. The Entune interface of this era is dated and slow, with clunky menus and app integration.

Toyota did not offer Apple CarPlay or Android Auto in 2017. Only Siri Eyes Free and Bluetooth are offered.

Built-in navigation with split-screen and command-based voice recognition is standard. It is functional, but its maps and voice control are of their era.

A 14-speaker JBL system is standard, with good sound for the era.

The cluster has analog Optitron gauges with a color multi-information display between them. There is no full digital cluster.

There is no over-the-air update capability. Map updates are done by the dealer or via media.

Safety Connect provides collision notification and emergency assistance only. The Entune App Suite runs phone apps on the head unit, but there is no remote lock or start app.

Qi wireless charging and a 120V AC outlet are standard, alongside 12V outlets. The USB ports are USB-A only, with none USB-C.

Smart Key proximity entry and push-button start are standard. There is no factory remote start, hands-free liftgate or phone-as-key.

A standard Multi-Terrain Monitor gives near-360-degree front, side and rear camera views, alongside the backup camera. Image quality is low-resolution by later standards, and there is no automated parking.

No head-up display was offered on the 2017 US Land Cruiser.

Eight seats, large rear doors and a commanding second row help. The tall step-in height, tight 34.4 in second-row legroom, cramped third row and side-folding third-row seats that crowd the cargo area make daily family logistics clumsier than in a crossover.

Toyota Safety Sense P (pre-collision with pedestrian detection, lane departure alert, radar cruise and auto high beams), blind-spot monitoring, and rear cross-traffic alert are standard on the only trim. It was never crash-tested by NHTSA or IIHS, so no independent ratings exist.

Standard rear-seat DVD entertainment with dual 11.6-inch screens, four-zone climate, a cool box and a quiet, smooth ride make long family trips easy. With the third row in use, luggage space is only 16.1 cu ft.

The smooth V8 and quiet ride make traffic relaxed, and radar cruise is standard. The vehicle's 5,800 lb heft, tall step-in and large footprint make it a lot of truck for errands.

At 13/18/15 MPG, the 5.7L V8 is among the thirstiest SUVs sold, at roughly $4,450 a year in fuel. Commuting in it is expensive.

A 38.7 ft turning circle is reasonable for its size, and the near-360 camera helps. The car is still nearly 6.5 ft wide and tall, which makes urban parking garages awkward.

An 8,100 lb tow rating and a torque-rich V8 are strong for an SUV, with real headroom for boats and campers. Payload and the cargo area limit it as a work tool compared with a pickup.

The 200 Series has a worldwide reputation for durability with NGOs, mining and government fleets. The body-on-frame chassis and the proven 3UR-FE V8 are famously long-lived, though the US-spec interior is luxury-trimmed.

A 120V outlet, tow hitch and a huge global aftermarket for racks, bumpers and drawers help. The leather-lined luxury cabin and lack of a bed limit jobsite use.

It is a quiet, comfortable and stable highway cruiser with standard radar cruise. A 24.6-gal tank at 15 MPG gives roughly 370 miles of range, and there is no lane centering.

Full-time 4WD with low range and a locking center differential, Crawl Control, Multi-Terrain Select, KDSS, the Multi-Terrain Monitor cameras and 8,100 lb towing make it one of the most capable adventure vehicles sold.

81.7 cu ft of maximum space, standard roof rails and a factory hitch help. The side-stowed third row narrows the cargo area, and the load floor is high.

KDSS limits body roll better than most body-on-frame SUVs, but at about 5,800 lb the Land Cruiser leans, pushes early and feels its mass in quick direction changes. It is secure rather than agile.

The hydraulic steering is slow and light on-road with little feedback, though it is tuned for off-road kickback isolation.

Large four-wheel discs stop the heavy SUV adequately and resist fade when towing. The pedal is soft and stopping distances are long by passenger-car standards.

The 5.7L V8 (the only 2017 US powertrain; no hybrid existed until the 2024 250 Series) with an 8-speed automatic is silky, with smooth tip-in and seamless shifts. There is no stop/start.

The V8 is near-silent at cruise and sounds muted under load. Vibration through the controls is well isolated.

A 38.7 ft turning circle is reasonable for a full-size body-on-frame SUV on a 112.2 in wheelbase.

A commanding, upright seat with power tilt/telescoping wheel and good outward visibility. The button-heavy center stack and tall step-in height are minor drawbacks.

The on-road experience is dull, but the V8's character and the Land Cruiser's off-road ability and go-anywhere mystique give it real enthusiast appeal.

Every 2017 Land Cruiser came fully loaded. Standard equipment included full-time 4WD with locking center diff, Crawl Control, KDSS, Toyota Safety Sense-P, blind-spot monitoring, LED headlights, a moonroof, a JBL Synthesis audio system, a rear dual-screen DVD system, four-zone climate, and heated/ventilated semi-aniline leather seats.

At about $86k it cost far more than Tahoe, Expedition or 4Runner buyers paid, and it carried dated infotainment and poor fuel economy. Its off-road capability, durability and resale partly justify the price, so value is fair at best.

This is a take-it-or-leave-it lineup: one trim, one V8 engine, one drivetrain, and no factory options beyond paint and interior color.

US volume was a niche ~3,000 units a year, far below Tahoe/Expedition volumes. It sold steadily to a loyal buyer base, but as a low-volume halo rather than a segment player.

The Land Cruiser nameplate has an almost unmatched global reputation for go-anywhere durability, a cult following, and resale strength that reflects that image.

Toyota rarely put cash incentives on the Land Cruiser. With one loaded trim and low volume, discounts were modest and came mainly from dealer negotiation on aged inventory.

The 200 Series dates to MY2008, so the 2017 was ten years into the generation. It was a carry-over from the 2016 facelift (new styling, 8-speed automatic, TSS-P), which keeps it off the bottom but leaves an aging platform and infotainment.

Reviewers praised its off-road capability, build quality, ride and refinement, but marked it down for price, fuel economy and dated tech. It was respected rather than a comparison-test winner against the Lexus LX and Range Rover.