2018 Toyota Land Cruiser

MY2018 is a carry-over year of the J200 generation (2008–2021 in the US), after the 2016 facelift. There is one US powertrain, the naturally aspirated 5.7L 3UR-FE V8, and no hybrid was offered. The registry's hybrid class reflects the 2024+ J250, not this year.

The V8 makes 401 lb-ft, which sits in the upper part of the SUV band and suits a roughly 5,800-lb body-on-frame wagon.

In instrumented testing the Land Cruiser runs 0–60 in 6.6 seconds, which is quick for its mass and mid-pack for the SUV fleet.

The naturally aspirated V8 is smooth, quiet and linear, with strong low-end torque and no turbo lag. Its main drawbacks are a heavy thirst and some sluggishness pulling the ~5,800-lb curb weight from a stop.

The 8-speed automatic, adopted in the 2016 facelift, shifts smoothly and keeps the V8 in its torque band. Reviewers note it is slow to kick down and favors early upshifts for economy.

Every 2018 Land Cruiser is rated to tow 8,100 lbs, which is at the top of the SUV band.

Full-time 4WD is standard. It includes a Torsen limited-slip locking center differential, a two-speed transfer case with low range, Crawl Control, Multi-Terrain Select and KDSS.

The Land Cruiser is a body-on-frame vehicle with a solid rear axle, a locking center differential, low range, KDSS wheel articulation and Crawl Control, which make it genuinely trail-capable from the factory. It loses points because the US model had no rear locker, no dedicated off-road trim, and its size and luxury bodywork are a liability on tight trails.

There is one powertrain: a 5.7L V8 with an 8-speed automatic and full-time 4WD. The US market got no hybrid, diesel or alternative engine.

The 2018 Land Cruiser is the J200 V8. Its 15 MPG combined is near the bottom of the whole SUV fleet. The registry scores this nameplate in the hybrid class, which fits the 2024+ J250 but not this year. Because the band is per class, this gas figure is being graded against hybrids.

At 13 MPG city, a heavy naturally aspirated V8 with no stop-start or electrification is about as poor as the SUV fleet gets.

18 MPG on the highway reflects a brick-shaped ~5,800-lb body and a large V8.

The 24.6-gallon tank at 15 MPG combined gives roughly 369 miles of range. The large tank partly offsets the poor economy.

EPA estimates $4,450 a year in fuel, among the highest of any SUV, and the figure says to spend $10,250 more over five years than the average new vehicle.

The 5.7L V8 runs on regular unleaded, so there is no premium-fuel penalty. The high cost comes from the volume of fuel it burns, not the grade.

The 200-series Land Cruiser (2008–2021 US) was a low-volume model never crash-tested under NCAP, so the 2018 model year has no overall star rating.

Never evaluated by IIHS, so no crashworthiness results or award; the body-on-frame 200-series dates to 2008 and predates small-overlap-era structural design, though it is a very heavy vehicle with 10 airbags standard.

Single, fully loaded trim: Toyota Safety Sense P (pre-collision with pedestrian detection, lane departure alert, automatic high beams, dynamic radar cruise), plus blind-spot monitor and rear cross-traffic alert are all standard since the 2016 refresh.

First-generation TSS-P camera+radar pre-collision with daytime pedestrian detection is fitted, but IIHS never rated the Land Cruiser's front crash prevention and the early system lacks nighttime/cyclist detection.

Blind-spot monitor and rear cross-traffic alert are standard, but alert-only — no rear cross-traffic braking, no active blind-spot intervention, no trailer coverage.

TSS-P provides Lane Departure Alert with only a light steering nudge on this application; there is no lane-tracing or centering assist.

Dynamic Radar Cruise Control is standard but the TSS-P version on this platform operates at highway speeds without stop-and-go and has no combined highway-assist/centering function.

No hands-free driving system was offered on the 2018 Land Cruiser.

LED low/high-beam headlights with auto-leveling and TSS-P automatic high beams are standard, but IIHS never rated them, so performance is unverified.

Tall, upright greenhouse with a commanding seating position gives good sightlines; the standard Multi-Terrain Monitor four-camera system plus front/rear parking sensors compensates for the large footprint.

Wide second row with large rear doors works well for car seats, but the high step-in and cramped, side-folding third row limit flexibility versus modern three-row SUVs.

MY2018 is a carry-over year of the J200 generation (US 2008–2021). It was sold in the US as one fully equipped grade with eight seats standard.

Front headroom is modest for a full-size SUV because the standard moonroof and tall step-in floor eat into it.

Front legroom is above the SUV midpoint.

The second row sits in a tall, upright greenhouse, so it has more headroom than the front seats.

Second-row legroom is short for a 195-inch SUV. The ladder frame and solid rear axle package the cabin high and tight. The sliding second row helps a little.

The third row is a 50/50 bench that folds up against the side walls rather than into the floor. It has 28.3 in of legroom and a high floor that puts knees up, so it is a child-only, short-trip space. Getting in means tumbling the second row.

Cargo space behind the second row is middling for the segment. Even with the third row stowed, the side-folded seats narrow the load bay.

Maximum cargo space is reasonable but trails three-row rivals of similar length that fold their third rows into the floor.

A refrigerated cool box in the center console is a real standout. There is also a split-opening rear liftgate and a 120V outlet in the cargo area. Door pockets and small-item storage are ordinary, and the side-folding third row wastes cargo width.

The front seats are wide, cushy and well padded for long days. The second row is comfortable and reclines but sits close to the floor for adults. The third row is poor.

The body-on-frame chassis with KDSS soaks up broken pavement and washboard well. There is noticeable float and some jiggle over sharp expansion joints.

The V8 is muted at cruise and road noise is well suppressed. Some wind noise comes off the boxy body and mirrors at highway speed.

Everything comes standard on the single trim: four-zone automatic climate, heated and ventilated front seats, a heated second row, a heated steering wheel and the cool box. Missing are ventilated rear seats and remote pre-conditioning.

The 2018 US Land Cruiser came in one fully loaded 5.7L V8 4WD trim (the 200 Series; the registry's hybrid class reflects the later 250 Series), far above the SUV band ceiling.

There was a single trim, so the volume-trim price equals the base price.

Repair frequency on the 200 Series is low, but fluids, brakes and tires on a ~5,800 lb V8 4WD SUV push maintenance above mainstream SUVs, landing mid-band.

KBB put the 2018's resale value near $59k in 2023 against an $85,860 MSRP (about 69%), consistent with iSeeCars ranking the Land Cruiser best in its segment for 5-year retention.

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

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

ToyotaCare covers scheduled maintenance and 24-hour roadside assistance for 2 years/25,000 miles, plus a 1-year Safety Connect trial. That is a short window that luxury rivals at this price matched or beat.

$85,860 volume-trim price minus its estimated resale value after 5 years (68% retained, or about $58,385) leaves about $27,475 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,675 in total.

The 2018 car is a late-life J200 (200-series), a generation then in its tenth US model year with the 2016 refresh's 8-speed already sorted. J.D. Power rates it above average and owner-survey reliability for the 200-series is consistently strong, so this sits in the top band. It stops short of the very top because J.D. Power gave it 4/5 rather than 5/5.

In the period this car was sold, Toyota consistently placed near the top of both major dependability studies, with Lexus usually the only brand clearly ahead of it.

There are only two recalls on the 2018 model year, but neither is trivial. One is the industry-wide Denso low-pressure fuel pump campaign, where the pump can fail and stall the engine while driving. The other is a seat-belt tension sensor harness that can break and deactivate the passenger airbags. Both have a dealer fix and there is no systemic powertrain pattern, so this is typical recall activity with nothing chronic.

Every 2018 US Land Cruiser uses the 5.7L 3UR-FE V8 with the Aisin 8-speed automatic and full-time 4WD. This is one of the most proven high-mileage powertrain families Toyota sells, shared with the Tundra and Sequoia, and examples running past 200,000 to 300,000 miles are routine. Note that the registry marks this nameplate as hybrid because the current J250 is hybrid-only, but the 2018 car is gas-only. That registry mismatch affects efficiency class, not this item.

The single, loaded US trim comes with leather, wood trim and solid, heavy-duty switchgear, and the materials feel built to last. At roughly $85k, however, reviewers found the design and infotainment dated next to the Range Rover, GLS and Escalade, and the cabin has visible hard plastics in places. That makes it competitive rather than class-leading for the price.

The car was built at Toyota's Yoshiwara plant in Japan on a ten-year-old, thoroughly debugged platform. Panel fit and long-term rattle resistance are consistently praised, and owner reviews rarely mention squeaks or misalignment.

About 1,200+ Toyota dealers cover every US state, and all of them can service the V8 and full-time 4WD system. Service satisfaction at Toyota dealers sits around the mass-market average rather than at the top, which keeps this item at the bottom of the top band.

Parts are plentiful because the V8 and driveline are shared with the Tundra and Sequoia, and the Land Cruiser has one of the largest off-road aftermarkets of any nameplate. Land Cruiser-specific parts such as KDSS suspension components, body panels and interior trim are dealer-priced, and a 6,000-lb premium SUV costs more to run than a mainstream car. That puts it in the normal-to-good part of the band.

The 9-inch screen was large for 2016–2018 but is small against the current band. MY2018 is a carry-over J200 year.

Entune 2.5 has plenty of physical knobs and buttons but slow, dated graphics and laggy menus. Reviewers called it behind the times, especially for an $85K SUV.

Neither Apple CarPlay nor Android Auto was offered, wired or wireless. Only Siri Eyes Free and Bluetooth were available. CarPlay did not arrive until the 2020 model year.

Built-in navigation is standard, and with no phone projection owners actually depend on it. Voice recognition is command-based and clunky, and map updates are dealer-paid.

A 14-speaker JBL Synthesis system with subwoofer and amplifier is standard and well regarded, although it is not the Mark Levinson tier of the Lexus LX twin.

The gauges are analog Optitron dials with a small TFT multi-information display between them. No full-digital cluster was offered.

The car has no over-the-air software updates. Navigation map updates are done at the dealer.

Only Safety Connect telematics (emergency assistance, stolen-vehicle locator) is offered. There is no app-based remote start, lock or climate. Entune App Suite just mirrors phone apps on the screen.

Qi wireless charging and a 120V cargo outlet are standard, along with two 12V outlets. USB is limited to legacy USB-A data/charge ports with no USB-C.

Smart Key proximity entry on all doors and the liftgate, push-button start and a power liftgate are standard. There is no factory remote start and no phone-as-key.

The standard Multi-terrain Monitor provides front, side and rear camera views, backed by front/rear parking sonar. The views are low-resolution, and it is not a true stitched 360 view or self-parking.

No head-up display was offered on the 2018 US Land Cruiser.

There are eight seats, and the 40/20/40 second row slides and tumbles. But the step-in height is tall, the third row is kid-only, and 34.4 in of second-row legroom is tight for rear-facing child seats. Cargo with all rows up is just 16.1 cu ft, so a stroller is a squeeze.

Toyota Safety Sense-P (pre-collision with pedestrian detection, lane departure alert, auto high beams, radar cruise), blind-spot monitor and RCTA are all standard on the single trim. However, NHTSA and IIHS never fully crash-tested the J200, so there are no crash ratings to back it up.

Rear amenities are generous: four-zone climate, a heated second row, a rear DVD system with two 11.6-in. screens, a cool box and a quiet ride. With all eight seats in use, luggage room collapses to 16.1 cu ft, and 24.6 gal at about 15 mpg means frequent fuel stops.

The smooth V8 and 8-speed automatic make low-speed driving relaxed, and the seat is commanding. On the downside, the 5,800-lb mass, slow steering and tall step-in make it feel big and heavy in daily traffic.

At 15 mpg combined on premium-recommended fuel, it is among the costliest SUVs per mile to commute in, even among V8 full-size rivals.

At 195 in it is shorter than a Tahoe, and the 38.7-ft turning circle is reasonable for its size. Standard sonar and the multi-camera Multi-terrain Monitor help in tight spots. It is still 78 in wide and tall, which makes city garages awkward.

It tows 8,100 lb with an integrated hitch and 4/7-pin wiring, and the 401 lb-ft V8 handles the load easily. Payload is limited by the heavy curb weight (GVWR 7,385 lb vs 5,815 lb curb, about 1,570 lb), and there is no bed.

The Land Cruiser's global reputation for durability is legendary, with fleet and NGO use worldwide. The J200 has a 10-member ladder frame and a proven 3UR-FE V8. The luxury leather interior is the only concession.

A 120V cargo outlet, an integrated hitch, roof rails and a huge overland upfit aftermarket (bumpers, drawers, racks) help. The leather cabin and lack of washable floors or tie-down-rich cargo areas make it poorly suited to dirty jobsite use.

It is a quiet, plush highway cruiser with comfortable front seats, radar cruise and TSS-P. Highway range is limited, though: about 24.6 gal × 18 mpg ≈ 440 mi, closer to 370 mi in mixed driving. Lane keeping is alert-only with no steering assist.

It is among the most capable SUVs sold: full-time 4WD with a locking Torsen center differential and low range, KDSS, Crawl Control with Off-road Turn Assist, Multi-terrain Select and the Multi-terrain Monitor, plus 8,100-lb towing.

There is 81.7 cu ft maximum, along with roof rails, a standard hitch, a split tailgate and a tumbling second row. The side-stowed third-row seats narrow the cargo bay, and there is no underfloor storage.

This is a 5,800-lb body-on-frame SUV built for off-road articulation. KDSS limits roll better than older Land Cruisers did, but the body still leans and wallows in quick corners and grip is modest.

The variable-ratio hydraulic rack is light, slow and vague on center. That suits trails but gives little feedback on pavement.

Four-piston front calipers bring the heavy SUV down adequately, but the pedal is soft and stopping distances are long, as expected for its mass.

The naturally aspirated 381-hp 5.7L V8 and 8-speed automatic (since the 2016 refresh) are silky. Throttle response is linear and shifts are seamless, with no stop/start or hybrid transitions. MY2018 is gas-only, not the hybrid of the later generation.

The V8 is near-silent at cruise and makes a muted, pleasant rumble under load, with very little vibration through the controls.

The turning circle is mid-pack for the SUV band and good for a full-size body-on-frame 4x4. Off-road Turn Assist tightens it further on trails.

You sit high with a commanding view, a power tilt/telescoping wheel and a 10-way memory seat. Physical controls are plentiful but the dash is busy. Climbing in is a big step and front headroom is modest.

It is no fun on pavement, but its off-road ability and V8 character give it real appeal to the enthusiasts who use it as intended.

Every 2018 Land Cruiser came fully loaded: full-time 4WD with TORSEN center diff, Crawl Control, KDSS, TSS-P, blind-spot monitoring, JBL 14-speaker audio, a moonroof, perforated leather for eight, heated/ventilated front seats and smart-key entry. For 2018 Toyota added auto-folding mirrors.

At about $86k it cost far more than a Tahoe, Expedition or 4Runner, with dated infotainment and poor fuel economy. 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, one drivetrain, and no factory options beyond paint and interior color.

US volume was a niche ~3,200 units, flat against 2017 and a tiny fraction of Tahoe or Expedition volume. It was a loyal-buyer 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 national cash incentives on the Land Cruiser. With one loaded trim and low volume, discounts came mainly from dealer negotiation on aged inventory.

The 200 Series dates to MY2008, so the 2018 was eleven years into the generation. It carried over the 2016 facelift with only auto-folding mirrors added, leaving an aging platform and infotainment.

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