2019 Toyota Land Cruiser

2019 sits in the J200 generation (US 2008–2021), a carry-over year with the 5.7L V8 and 8-speed automatic introduced for 2016. The registry's hybrid class reflects the 2024+ J250; the 2019 US Land Cruiser had no hybrid, so the real V8 configuration is scored.

Strong naturally aspirated V8 torque for a full-size body-on-frame SUV, though it peaks higher in the rev range than modern turbo or hybrid rivals.

Respectable for a ~5,800-lb SUV; the V8 moves it briskly but well short of performance-oriented luxury SUVs.

The 5.7L V8 is smooth, quiet and linear with no turbo lag, and reviewers praised its effortless delivery; its main drawback is a high rev peak for torque and heavy thirst rather than any coarseness.

The Aisin 8-speed automatic (added for 2016) shifts smoothly and is well-matched to the V8, though it can be slow to kick down under passing demand.

8,100 lbs is at the top of the SUV band and well above the later hybrid J250's 6,000 lbs.

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

Genuine off-road credibility: body-on-frame, low range, locking center diff, Kinetic Dynamic Suspension System (KDSS), Crawl Control and about 8.9 in of clearance, though no rear locker or dedicated TRD Pro-style trim in the US.

One engine, one transmission, one drivetrain and one trim in the US for 2019 — take it or leave it, with no electrified option.

The 2019 US Land Cruiser was the J200 with a gas 5.7L V8 only; the hybrid powertrain the registry class assumes arrived with the 2024 J250. Real EPA figure reported for the configuration that existed.

Among the lowest city figures of any SUV of its year.

Heavy curb weight (~5,800 lbs) and full-time 4WD keep highway economy low.

A large 24.6-gal tank partly offsets the poor economy; range computed from the EPA combined figure since EPA publishes no range for gas vehicles.

Very high running cost driven by 15 MPG combined.

Runs on regular unleaded; no premium requirement.

The 200-series Land Cruiser was never crash-tested under NHTSA's NCAP program, including the 2019 model year, so no star rating exists.

IIHS never crash-tested the 200-series Land Cruiser, so there is no award and no small-overlap data on a body-on-frame design dating to 2008; ten standard airbags and side-impact beams are the only crashworthiness evidence.

Single, fully equipped trim with Toyota Safety Sense P (pre-collision with pedestrian detection, lane departure alert, dynamic radar cruise, auto high beams) plus blind-spot monitor, rear cross-traffic alert and front/rear parking sensors all standard; missing active lane-keeping steering assist.

First-generation TSS-P radar+monocular-camera AEB with daytime pedestrian detection is standard, but IIHS never rated it and the system lacks night pedestrian or cyclist capability of later suites.

Blind-spot monitor and rear cross-traffic alert are standard, but alert-only with no automatic rear braking or safe-exit assist.

Lane Departure Alert with Sway Warning only warns the driver; there is no steering-assist lane keeping and no lane centering.

Dynamic Radar Cruise Control is standard, but it is an early-generation system with no lane-centering highway assist pairing, and reviewers describe it as basic relative to newer luxury SUVs.

No hands-free or even hands-on lane-centering driving assist was offered on the 2019 Land Cruiser.

LED headlights with automatic high beams are standard on the single trim, but IIHS never rated them, so actual illumination performance is unverified.

Tall, upright greenhouse with a high seating position gives good forward and side sightlines, and the Multi-Terrain Monitor camera system plus front/rear sensors help with the large body's close-quarters blind zones.

Eight-seat layout with a wide, sliding 40/20/40 second row and large rear doors makes child seats workable, but the high step-in height and the cramped side-folding third row limit multi-seat flexibility.

The 2019 Land Cruiser was sold as one well-equipped trim with three rows and seating for eight as standard.

Below-average front headroom for a full-size SUV, partly because the power moonroof is standard.

Generous front legroom, competitive with full-size rivals.

Second-row headroom is good, thanks to the tall, upright body.

Second-row legroom is only average for the exterior size; the body-on-frame packaging on a 112.2-in wheelbase gives it less rear legroom than a Sequoia or Tahoe.

The standard 50/50 third row is cramped, with 28.3 in of legroom and a high floor. It folds up to the sides instead of into the floor, so it suits kids on short trips only.

Cargo space is modest for an SUV this large because the side-folded third row eats width behind the second row.

Maximum cargo space is solid but trails the Expedition, Tahoe/Yukon and Sequoia.

A refrigerated center-console cool box, a 120V cargo outlet, two 12V outlets and a tumbling second row are useful touches. The side-hung third row and a high load floor offset them.

The heated and ventilated front seats are broad and comfortable over long drives. The second row is heated and reclines, but its cushions sit low and the third row is uncomfortable.

The long-travel suspension with KDSS soaks up broken pavement and ruts well. On the highway it floats and wallows like a body-on-frame truck, with none of the adaptive or air damping of luxury rivals.

A hushed cabin for a body-on-frame SUV: the V8 stays muted at cruise, though the tall, boxy body lets in some wind noise.

Every 2019 Land Cruiser came standard with four-zone automatic climate control (separate second-row controls), heated/ventilated front seats, a heated second row and a heated steering wheel. Remote pre-conditioning was not offered.

The 2019 US Land Cruiser came in one fully loaded 5.7L V8 trim, so its entry price sits far above the SUV band ceiling.

With a single trim, the volume-trim price equals the base price.

The 200 Series rarely needs unscheduled repairs. Fluids, tires and brakes for a ~5,800 lb V8 4WD still cost more than for a mainstream crossover, which puts it mid-band.

US 200 Series sales ended after MY2021 and demand for late examples stayed strong. A 2019 was still worth roughly $58k–$63k five years on, which is exceptional retention for an $86k SUV.

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 3-year Safety Connect trial. That window is short, and luxury rivals at this price matched or beat it.

$86,460 volume-trim price minus its estimated resale value after 5 years (70% retained, or about $60,522) leaves about $25,938 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,138 in total.

The 2019 Land Cruiser is a late J200 (200-series, 2008 generation, facelifted for 2016) and a carry-over year, so its prediction rests on a stable, fully debugged eleven-year-old design. J.D. Power rated it 4/5 (above average) and Consumer Reports' owner data for this generation is above average; the Denso fuel-pump campaign and scattered shift/EVAP complaints keep it just short of the very top of the band.

Around the 2019 model year Toyota (with Lexus) sat at or near the top of both Consumer Reports' brand reliability rankings and J.D. Power's Vehicle Dependability Study, a standing it has held for over a decade.

Three NHTSA campaigns touch the 2019 model year: the generation-wide seat-belt tension sensor harness recall (can deactivate passenger airbags), the Denso low-pressure fuel pump recall (possible stall while driving), and a load-capacity label compliance recall. Each was a one-time hardware fix with no repeat campaigns, but the fuel-pump stall risk makes this a more typical record than the earlier years of the J200.

The 5.7L 3UR-FE V8 with the Aisin 8-speed automatic and full-time 4WD is one of Toyota's most durable powertrains, with a well-documented high-mileage record in the Land Cruiser, Tundra and Sequoia. The fuel-pump recall is a supplier part rather than an engine-design flaw, but it trims the score slightly versus earlier J200 years.

Stitched leather, wood trim and robust switchgear make the cabin solid and durable, but at roughly $85,000 it is judged against luxury SUVs and reviewers found the design dated and the materials behind Range Rover, Mercedes GLS and its own Lexus LX twin.

Built in Japan on a mature line eleven years into the generation, the J200 is consistently praised for vault-like solidity and assembly that holds together over very high mileage, with few rattle or panel-gap complaints.

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

The 3UR-FE V8 and much of the driveline 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) with above-average repair costs.

The 9-inch screen was large for its day but is small by current standards, and no bigger one was offered.

The Entune system was dated and slow even in 2019, with cluttered menus and sluggish responses. Physical climate and audio knobs help.

The 2019 Land Cruiser offered neither Apple CarPlay nor Android Auto, wired or wireless — only Bluetooth, USB/iPod and Siri Eyes Free.

Built-in navigation with HD Radio traffic and Doppler weather is standard, along with advanced voice recognition. Both are dated, and with no phone projection owners can't bypass them.

A 14-speaker JBL Synthesis system with subwoofer and amplifier is standard and sounds good, though it falls short of the Mark Levinson or Bang & Olufsen systems in luxury rivals.

Analog gauges flank a small multi-information display; no fully digital cluster was offered.

There are no over-the-air updates; even map updates are a dealer service.

Safety Connect telematics (SOS, stolen-vehicle locator, collision notification) came with a trial period. The brochure lists no phone-app remote start or lock for 2019, so the app offers little.

Qi wireless charging and a 120V cargo outlet are standard, but there is only one USB 2.0 data port up front and no USB-C or rear USB charging.

Smart Key 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 Multi-terrain Monitor (front, side and rear camera views), front and rear parking sonar and a backup camera with projected path are all standard. Camera resolution is low by modern standards and there is no automated parking.

No head-up display was offered on the 2019 Land Cruiser.

The sliding/tumbling 40/20/40 second row and power liftgate help, but the tall step-in and cramped side-stowing third row make family logistics harder than in a Tahoe or minivan.

Toyota Safety Sense P, Blind Spot Monitor and Rear Cross-Traffic Alert are standard on the single trim. There is no rear-seat reminder or lane-centering, and NHTSA/IIHS never fully crash-tested this generation.

Four-zone climate, a heated second row, the cool box and the rear DVD system with two 11.6-in screens make long trips pleasant. With all three rows filled, only 16.1 cu ft of luggage space remains.

The smooth V8 and soft ride are relaxing, but the roughly 5,800-lb mass, slow steering and body roll make it feel big and ponderous in traffic.

At 13 MPG city and 15 combined, it is among the most expensive SUVs to commute in.

A 38.7-ft turning circle, the multi-camera Multi-terrain Monitor and front/rear sonar help, but the tall, wide body is a handful in garages and tight lots.

An 8,100-lb tow rating with a factory hitch and wiring, a torquey V8 and full-time 4WD handle sizable trailers. Cargo space is limited for its size.

The Land Cruiser's durability reputation is legendary worldwide, backed by NGO, mining and government fleets. The interior, though, is luxury-trimmed.

A 120V cargo outlet, frame-mounted tow hooks, a factory hitch and a large global aftermarket for racks and bumpers help. There is no work trim, and the leather cabin doesn't suit jobsite abuse.

A quiet, smooth highway cruiser with radar cruise control, but 15 MPG limits range between stops and there is no lane-centering.

A benchmark overlander, with full-time 4WD and a locking Torsen center differential, low range, A-TRAC, 5-speed Crawl Control, Multi-terrain Select, KDSS and the Multi-terrain Monitor, plus an 8,100-lb tow rating and a 120V outlet.

With 81.7 cu ft maximum, a tumbling second row and a factory hitch, it carries plenty of gear, but the side-folded third-row seats intrude on cargo width.

KDSS limits some lean, but the roughly 5,800-lb body-on-frame SUV rolls heavily and runs out of grip early: secure but clumsy when pushed.

The speed-sensing, variable-ratio steering is slow and vague on-center with little feedback. That suits trails but feels imprecise on the highway.

Four-wheel ventilated discs with a hydraulic booster stop the heavy body adequately, but the pedal is soft and stopping distances are long, as is typical at this weight.

The naturally aspirated 5.7L V8 and 8-speed automatic are silky, with no stop/start or turbo lag. The vehicle's weight dulls tip-in from rest.

The V8 is muted at cruise and sounds pleasantly deep under load, with no vibration through the controls.

A mid-pack turning circle for a full-size SUV; Off-road Turn Assist tightens it only in Crawl mode.

A commanding, upright seat with a power tilt/telescoping wheel, memory settings and clear physical controls. The high step-in and a dash crowded with off-road switches cost points.

Unremarkable on pavement, but the V8's character and go-anywhere ability give it real charm for owners who use it off-road.

Every 2019 Land Cruiser came fully loaded. That included full-time 4WD, KDSS, Crawl Control, Multi-Terrain Select, TSS-P, blind-spot monitoring, four-zone climate, a moonroof, a 14-speaker JBL system with navigation, and heated/ventilated perforated leather seats with a heated wheel.

At about $86k it cost far more than a Tahoe, Expedition or Sequoia, and it had dated infotainment and poor fuel economy. Off-road ability, durability and strong 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 meaningful factory options beyond color.

US volume stayed a niche few thousand units a year. It was a low-volume halo rather than a segment player against the six-figure annual volumes of the Tahoe and Expedition.

The Land Cruiser nameplate has an almost unmatched global reputation for go-anywhere durability and a cult following. Its resale strength 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 stock.

The 200 Series dates to MY2008, so the 2019 was twelve years into the generation and a carry-over from the 2016 facelift. The platform and infotainment were aging, and US sales ended after MY2021.

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.