2025 Toyota Land Cruiser 1958 review: Too basic for the price

The most basic version of the new Land Cruiser is just too spartan

2025 Toyota Land Cruiser 1958 review by The Road Beat

Words and pictures: Mitchell Weitzman

I had eagerly anticipated the new Land Cruiser in its entry-level, almost attainable form. Dubbed the 1958, this basic SUV shares the same engine, clever 4WD system, and fundamental off-road chops as its pricier siblings, but skips the often unnecessary luxury. Coming in at a near-enough-to-be exact $60K, it’s significantly cheaper than higher-tier versions while interestingly intersecting price-wise with a well-equipped Toyota 4Runner. Whether intentional or not, the Land Cruiser’s biggest rival might just be its own showroom neighbor. After a week with the 1958, though, the conclusion is simple: this trim feels too bare-bones for the money.

Land Cruisers have long carried luxury-level price tags while rarely delivering true contempoary luxury. Take a 2020 example for study, a nearly $90,000 SUV that wasn't any better than ten year old 4Runner with some fancy leather as a band-aid. The latest one unfortunately continues that trend for another generation, even when specced to a tear-inducing $80,000. There’s progress here, but compared to other SUVs at similar prices, the overall package still falls flat. In the case of the 1958, removing the silly pricing does help the Land Cruiser make more sense—just not enough, because the experience doesn’t rise to the price.

Cloth seats for $60,000? Honestly, no complaints there—I’ll take quality fabric over cheap fake leather any day. Here the material is thick, supportive, and holds its shape well. The seats themselves are sculpted ergonomically, comfortable, and allow you to sit in them rather than perched atop them. Fantastic front seats. The rear seats are less impressive, yet the cloth adds an old-school charm and the shapes don’t detract from comfort. They even look surprisingly good and robust like a real fabric instead of an Alibaba special.

Where things sour are the omissions and other material choices, with cheap, flexible plastics scattered everywhere. For example, the climate-control switches are simple to use, but a gentle press causes the entire row to flex downward and creak—imagine how that's going to hold up in a decade. Meanwhile, the gauge cluster sits in a frame that awkwardly slopes downward toward the center screen—odd in a cabin defined by boxes and straight lines.

Cloth seats got a pass earlier, but the clunky manual seat adjustments do not. And yes, that does mean power seats are absent—even at $60,000. Back to that center display: at only eight inches, it looks tiny and lost in the dashboard. The surrounding textured plastic doesn’t help, and the screen’s scale feels wildly out of place in a vehicle this size and at this price. The audio system also barely rises above “fine.” I get this is the entry model, but the price is so far from entry.

Rear seats fold easily to expand cargo space, but the hybrid powertrain components—shared across all Land Cruiser trims—forces a frustratingly tall cargo floor. Both space and usability suffer, especially for anyone under about 5'5" who now has to lift items much higher than expected. Even though this a big SUV, the cargo only holds 38 cubic-feet, or, exactly the same as RAV4.

A heavy and decidedly old-school manual liftgate doesn't help matters. Neck surgery aside, this liftgate genuinely requires effort, and plenty of shoppers will struggle with it. Hard to justify when you’re spending sixty grand on a Toyota.

Another eyebrow-raiser? The hybrid powertrain. A turbocharged four-cylinder backed by electric assistance delivers strong real-world shove thanks to 326 horsepower and a mammoth 465 lb-ft. Merging onto freeways is effortless. Noise, however, is disappointing—miles away from the satisfying burble of past V8s or even the V6 engine other Toyotas still have. Besides the casual acceleration, hammering the throttle reveals a distinct lack of top-end pull, and the heavy SUV ends up needing 7.5 seconds to reach 60 mph.

More baffling is Toyota altogether skipping the excellent twin-turbo V6 found in the Tundra and Lexus GX 550 (which is essentially a rebodied Land Cruiser). That engine sounds better, runs smoother, and delivers far more urgency in all scenarios. Fuel economy isn’t even a win for this hybrid FOUR-cylinder Land Cruiser: I averaged just 19.5 mpg over a week, and the last GX 550 I tested actually beat that number.

Good news does appear once you start driving. Handling is shockingly competent. Steering feels tight and direct with well-judged weighting, and lateral grip far exceeds past big SUVs from Toyota. This Land Cruiser finally drives like a modern vehicle—something that couldn’t be said about the previous generation or the outgoing 4Runner. Highway stability is excellent with zero wandering, and you can now take corners that would have sent the old model scrambling for cover like a first time player in an online Call of Duty bout. Credit to the chassis engineers for delivering a genuinely pleasant driving experience paired with a ride that avoids the punishment typical of Toyota’s body-on-frame lineup.

Then comes off-roading—the Land Cruiser’s calling card for half a century. Reality check: factory off-road capability is hamstrung by compromised ground clearance. Despite sophisticated electronic aids and excellent torque management, just 8.3-inches of clearance means you’re scraping sooner than expected. Approach and departure angles of roughly 30 and 22 degrees are good, but both are behind what you get from a 4Runner TRD Off-Road, let alone a TRD Pro with its 10 inches of clearance and superb angles. Out of the box, you’re left with an off-road-themed SUV that can’t actually handle much off-roading without modifications. I mean, it's sad when you realize the incoming 2026 RAV4 Woodland has even 8.5-inches of buffer.

Credit where due: the styling is and remains fantastic. Wrapped in Trail Dust paint, this Land Cruiser turns heads everywhere, and the appeal hasn’t faded in the past year. Compared again to its 4Runner stablemate, looks is the one area the '4 just cannot compete.

A mixed bag overall

From one angle, the newfound driving engagement, more manageable size, and (relatively) approachable price point bring real appeal. And the styling, oh boy is it a knockout. Yet this base model still asks $60,000 while missing quality many shoppers should expect. For the average consumer and mall-crawling crowd, a fully loaded Highlander or Grand Highlander offers more comfort and practicality for the same money—though with less cool factor. Meanwhile, around the same price, a top-trim 4Runner offers better equipment and greater off-road ability.

My own conclusion remains conflicted: the Land Cruiser 1958 represents decent value within the Land Cruiser lineup, but weak value on its own. And spending more for a nicer trim simply pushes you into Lexus GX 550 territory—a superior vehicle in its own right. Easy to like? Absolutely. But in a market full of stronger alternatives, liking it just isn’t enough.

2025 Toyota Land Cruiser 1958 basic specifications

• As-tested price: $60,969

• Length: 196 in

• Width: 78 in

• Height: 76 in

• Wheelbase: 112 in

• Ground Clearance: 8.3 in

• Curb Weight: About 5,350 lb

• Seating Capacity: 5

• Cargo Volume (behind 2nd row): 38 cu ft

Powertrain & Performance

• Engine: 2.4 L inline-4 hybrid

• Horsepower: 326 hp

• Torque: 465 lb-ft

• Transmission: 8-speed automatic

• Drive: Full-time 4WD

• Maximum Towing Capacity: 6,000 lb

Fuel

• Fuel Tank Capacity: 18 gal

• EPA Fuel Economy (estimated): 22 mpg city / 25 mpg highway / 23 mpg combined

• Real World Economy: 19.5 MPG

Warranty

• Basic: 3 years / 36,000 miles

• Powertrain: 5 years / 60,000 miles

• Corrosion (Perforation): 5 years / unlimited miles

• Hybrid Component (Traction Battery): 8 years / 100,000 miles

• Roadside Assistance: 2 years / unlimited miles

Off-Road Specifications

• Tire Size: 245/70 R18

• Approach angle: 30°

• Breakover angle: 25°

• Departure angle: 22°

• Ground clearance: 8.3 in for 1958

• 4WD system: Full-time 4WD with a two-speed transfer case

• Differentials: Electronically locking center and rear differentials

• Articulation aid: Front stabilizer-bar disconnect (not available on the 1958 trim, only on higher trims)

• Crawl Control: Standard with multiple selectable low-speed modes

• Downhill Assist Control: Standard

• Traction modes: Multi-Terrain Select with settings for mud, dirt, sand