The GDJ250 Land Cruiser brings the 250-series back to core Land Cruiser values: robust ladder-frame construction, dependable mechanicals, and long-distance comfort with genuine off-road talent. Under the hood is Toyota’s re-engineered 1GD-FTV 2.8-litre turbodiesel, paired with an eight-speed automatic and full-time four-wheel drive with low range. The new GA-F frame increases rigidity yet trims weight versus earlier designs, while electric power steering and a front stabiliser disconnect improve precision on road and articulation off road. Practical touches—square cargo area, accessible anchor points, easy-to-replace bumper corners—suit owners who work their trucks hard. Inside, the cabin is modern but sensibly arranged, with physical controls for key functions and optional seven-seat layouts. For buyers who tour, tow, or live on unpaved roads, the GDJ250’s combination of 3,500-kg towing, generous approach angles, and low-rpm torque is the point: it feels engineered to survive abuse and still make the trip home quietly.
Fast Facts
- Proven 2.8-litre turbodiesel (1GD-FTV), 204 hp (150 kW), 500 Nm; eight-speed automatic and low-range 4×4.
- GA-F ladder frame, double-wishbone front and 4-link solid rear; optional stabiliser disconnect and multi-terrain cameras.
- Carries or tows with ease: up to 3,500 kg braked towing; broad cargo bay; 80-L tank for long range.
- Watch-for: diesel DPF/AdBlue habits in short-trip use; keep to correct low-ash oil and periodic highway runs.
- Typical oil change: every 10,000–15,000 km (6,000–9,000 mi) or 12 months, depending on duty cycle.
What’s inside
- Detailed Overview
- Specifications and Technical Data
- Trims and Options, Safety and Driver Assistance
- Reliability, Common Issues and Service Actions
- Maintenance and Buyer’s Guide
- Driving and Performance
- How Land Cruiser GDJ250 Compares to Rivals
GDJ250 detailed overview
Toyota’s 250-series Land Cruiser returns to the “light-duty” role (often called Prado in some markets) with more substance than the name suggests. The new model adopts the GA-F body-on-frame platform, sharing engineering DNA with Toyota’s larger body-on-frame products, yet scaled for European lanes and payloads. The frame’s torsional rigidity rise helps on-road accuracy and reduces secondary ride vibrations over broken surfaces. It also provides a stronger base for towing—rated up to 3,500 kg—without the wallow that can plague softer SUVs.
The 1GD-FTV 2.8-litre turbodiesel is the centrepiece for Europe. It’s tuned here to 204 hp and 500 Nm, a plateau arriving low in the rev range for controlled progress on grades or in sand. The engine feeds a Direct Shift eight-speed automatic designed for a wide ratio spread; the torque converter’s calibration is relaxed in low-speed manoeuvres yet locks up early in highway cruising to save fuel. Full-time 4×4 with centre differential, low range, and a locking function are standard. Selected grades add a rear differential lock for traction through cross-axle situations.
The chassis layout keeps proven solutions: double-wishbone front suspension, a four-link solid rear axle with a lateral control arm, ventilated disc brakes all around, and rack-and-pinion electric power steering. New for this generation are two driver-focused features. First, electric power steering filters kickback off-road and makes lane-keeping assistance possible. Second, the front stabiliser can decouple at the touch of a button (Stabiliser Disconnect Mechanism), increasing front axle articulation for obstacles, then reconnecting for flat cornering on road.
Packaging fits real use. With five seats, the boot is broad and square; seven-seat versions still leave meaningful room for soft bags with the third row folded. The body is designed with sacrificial, easily replaced corners and recessed lighting to limit trail damage. Approach and departure figures are competitive, and the minimum running ground clearance of roughly 205–215 mm balances axle protection with cabin step-in height. Altogether, the GDJ250 feels engineered for a decade of hard service: simple to maintain, sturdy under load, and quiet enough for long tarmac days between tracks.
Specifications and Technical Data
Below are consolidated, scannable specs for the GDJ250 2.8-litre diesel (Europe), with dual-unit values for clarity. Some figures vary slightly by wheel size, seating, or options.
Engine and Performance (ICE-only)
| Item | Value |
|---|---|
| Code | 1GD-FTV (Euro 6e) |
| Layout & cylinders | Inline-4, DOHC 16-valve, common-rail DI |
| Bore × stroke | 92.0 × 103.6 mm (3.62 × 4.08 in) |
| Displacement | 2.8 L (2,755 cc) |
| Induction | Single turbocharger with intercooler |
| Compression ratio | ~15.6:1 (market-typical for 1GD) |
| Max power | 204 hp (150 kW) @ ~3,000–3,400 rpm |
| Max torque | 500 Nm (369 lb-ft) @ ~1,600–2,800 rpm |
| Timing drive | Chain |
| Emissions standard | Euro 6e diesel with DPF and SCR/AdBlue |
| Rated efficiency (WLTP combined) | 10.5–10.7 L/100 km (22.4–22.0 mpg US / 26.9–26.4 mpg UK) |
| Real-world highway @ 120 km/h | 8.5–9.5 L/100 km (27.7–24.8 mpg US / 33.2–29.8 mpg UK), tyre and load dependent |
Transmission and Driveline
| Item | Value |
|---|---|
| Transmission | 8-speed automatic (AL80F) |
| Gear ratios | 1st 4.413, 2nd 2.808, 3rd 1.950, 4th 1.511, 5th 1.274, 6th 1.000, 7th 0.793, 8th 0.651, Rev 3.645 |
| Final drive | 3.583 |
| Drive type | Full-time 4×4 with locking centre diff and low range |
| Differential options | Rear diff lock available by grade |
| Replenishment | Refuel to full: ~5–7 min typical (diesel) |
Chassis and Dimensions
| Item | Value |
|---|---|
| Platform | GA-F ladder frame |
| Suspension (front/rear) | Double wishbone / 4-link solid axle with lateral control arm |
| Front stabiliser | Conventional or SDM (disconnecting), by grade |
| Steering | Rack-and-pinion EPS; ~3.24 turns lock-to-lock |
| Brakes | Ventilated discs: front 18 in, rear 17 in class |
| Wheels/Tyres | 265/65 R18 or 265/60 R20 |
| Ground clearance (min running) | 205–215 mm (8.1–8.5 in) |
| Angles | Approach 32°, Departure 17° (by bumper/wheel) |
| Length/Width/Height | 4,925 mm / 1,980 mm / 1,925–1,935 mm (194.0 / 78.0 / 75.8–76.2 in) |
| Wheelbase | 2,850 mm (112.2 in) |
| Turning circle (tyre/body) | 12.0–12.8 m (39.4–42.0 ft) kerb-to-kerb |
| Kerb (curb) weight | ~2,330–2,550 kg (5,137–5,622 lb) |
| GVWR | ~3,000–3,150 kg (6,614–6,944 lb) |
| Fuel tank | 80 L (21.1 US gal / 17.6 UK gal) |
| Cargo volume (VDA) | Five-seat: 742 L (26.2 ft³) seats up; up to ~1,292 L (45.6 ft³) seats down. Seven-seat: 130 L (4.6 ft³) behind third row; 556–1,053 L (19.6–37.2 ft³) folded configurations |
Performance and Capability
| Item | Value |
|---|---|
| 0–100 km/h (0–62 mph) | ~12.0 s |
| Top speed | 165–170 km/h (103–106 mph) |
| Braking 100–0 km/h | Typical ~38–42 m (125–138 ft) with 18–20 in all-terrain tyres |
| Towing (braked/unbraked) | 3,500 kg (7,716 lb) / 750 kg (1,653 lb) |
| Payload | Up to ~650–820 kg (1,433–1,808 lb), by grade |
| Roof load | ~100 kg (220 lb), check rail rating by spec |
Fluids and Service Capacities
| System | Spec / Capacity |
|---|---|
| Engine oil | Low-SAPS ACEA C2 0W-30 (regional spec) or as labelled; ~7.0–7.5 L (7.4–7.9 US qt) with filter |
| Coolant | Toyota Super Long Life Coolant (pre-mixed pink); ~11–12 L (11.6–12.7 US qt) total system |
| Automatic transmission | Toyota ATF WS; ~8–11 L (8.5–11.6 US qt) total fill (partial drain ~3–4 L) |
| Transfer case | GL-5 75W-85; ~1.2–1.5 L (1.3–1.6 US qt) |
| Front/Rear differentials | GL-5 75W-85; ~1.1–1.6 L (1.2–1.7 US qt) each, by axle |
| A/C refrigerant | R-134a or R-1234yf by market; ~500–650 g (17.6–22.9 oz) |
| A/C compressor oil | ND-Oil 11 equivalent; ~90–120 mL (3.0–4.1 fl oz) |
| Key torque examples | Wheel nuts 131 Nm (97 lb-ft); drain plugs 39–49 Nm (29–36 lb-ft); oil filter housing 25 Nm (18 lb-ft) typical values—verify by VIN |
Electrical
| Item | Value |
|---|---|
| Alternator | ~130–150 A, by equipment |
| 12V battery | DIN H7/Group 94R class, ~80–95 Ah (700–850 CCA) |
| Spark plugs | Not applicable (diesel glow system) |
Safety and Driver Assistance
| Item | Value |
|---|---|
| Crash ratings | Euro NCAP publication for GDJ250 pending/varies by year and equipment; check latest rating. |
| Headlights | LED projector or bi-LED (by grade); adaptive high beam available |
| ADAS suite | Toyota Safety Sense generation with AEB (vehicle/pedestrian/cyclist), Intelligent ACC, Lane Tracing Assist, Road Sign Assist, BSM, RCTA; 360° cameras with under-body view available |
Trims and Options, Safety and Driver Assistance
European grades (illustrative): Toyota typically structures the GDJ250 line with a utility-leaning entry grade, a well-equipped mid grade, and flagship versions that add comfort and off-road tech. Names vary by country (e.g., Active/Executive/GR Sport). The powertrain is common—1GD-FTV with the eight-speed automatic and full-time 4×4—but mechanical and equipment differences matter:
- Suspension/roll control: All versions use a double-wishbone front and 4-link solid rear. Grades with the Stabiliser Disconnect Mechanism unlock extra front axle travel at low speeds, improving contact over rocks and ruts.
- Differentials: A locking centre differential is standard (with low range). A rear differential lock is included or optional on higher or off-road-focused trims.
- Wheels/tyres: Entry/mid grades commonly wear 265/65 R18 all-terrain-ready tyres; premium and style-oriented grades step to 265/60 R20. Bigger wheels improve stability and steering response on tarmac, but the 18-inch package rides better on broken roads and allows higher-profile winter or off-road tyres.
- Brakes: Ventilated discs at all corners; pad compound and cooling ducts may vary with wheel package.
- Seating: 5-seat layout is standard in most markets; 7-seat configuration optional or grade-specific with split-fold third row.
- Towing: Most grades carry 3,500-kg braked tow rating, but check the plate—equipment such as towbar design, cooling pack, and wheels may alter certification in certain countries.
Quick identifiers:
- Round-eye vs slim triple-LED headlamps distinguish certain appearance packs.
- Off-road-oriented versions often show GR SPORT badging, black exterior details, and an extra off-road camera view.
- Interior tells include dedicated off-road switchgear (diff lock, crawl control, SDM button), plus a multi-terrain monitor key.
Year-to-year notes (Europe): The diesel 204-hp configuration launches first. In some markets, a 48-V mild-hybrid version of the same engine is scheduled to join later model years; hardware changes include a belt-starter-generator and 48-V battery packaging without changing peak output. Equipment packages (Safety Sense features, infotainment sizes, and upholstery) may expand over the first two years of sales.
Safety ratings: Where published, the current 250-series uses the latest Toyota Safety Sense generation with broadened intersection-assist capabilities and emergency steering support on some trims. If a local Euro NCAP result is not yet posted for your exact VIN/pack, rely on equipment parity: cars fitted with the full camera/radar suite and proper tyre/wheel sets typically achieve higher active-safety scores. Always verify the specific build’s safety pack via the VIN printout and dealer portal.
Child-seat and restraints: ISOFIX/LATCH anchors in the outer second-row positions, top-tether points, and rear door apertures suitable for large shell seats; seven-seat versions require careful third-row belt routing and may reduce boot depth.
Calibration after service: Any windshield or forward camera replacement demands ADAS camera calibration. Wheel alignment changes and steering column work can require EPS angle learning; off-road sensor (yaw/accel) replacements need zero-point calibration. After bumper work, verify radar aiming per the workshop manual.
Reliability, Common Issues and Service Actions
The 1GD-FTV and Toyota’s body-on-frame architecture are known for durability when maintained with the correct fluids and service cadence. Still, some patterns are worth noting—especially for buyers who do short trips, tow frequently, or live in corrosive climates.
Common (low–medium severity):
- DPF loading in short-trip use → Symptom: frequent regens, rising oil level, reduced power. Root cause: incomplete passive regeneration and interrupted active regens. Remedy: longer highway runs to complete regen; ensure correct ACEA C2 low-ash oil; check for software updates that adjust regen strategy.
- EGR/Intake soot build-up over high mileage → Symptom: rough idle, hesitation, increased fuel use. Remedy: inspect/clean EGR valve and cooler, consider intake cleaning at ~150,000 km if symptoms persist.
- AdBlue (SCR) dosing faults → Symptom: warning lights and countdown to no-restart. Cause: crystallised urea, tank heater or pump wear. Remedy: quality DEF, purge procedure, component replacement under emissions warranty where applicable.
Occasional (medium severity):
- Turbo boost leaks at hoses or intercooler joints after heavy off-road use → Symptom: hiss, sooty joints, limp mode. Remedy: pressure test; replace clamps or hoses; inspect airbox sealing after dusty trips.
- Front suspension bush wear (high-mileage tow vehicles) → Symptom: vague steering, uneven tyre wear, clunks. Remedy: control arm bushings and ball joints; alignment to factory caster/camber.
- Rear axle seal weep → Symptom: oil trace at hub backplate. Remedy: seal replacement; confirm breather is free.
Rare (higher cost if ignored):
- Timing chain tensioner wear/noise on neglected oil-change intervals → Symptom: rattle on cold start. Remedy: verify oil pressure and grade; consider chain/tensioner service if out of spec.
- Automatic transmission thermal stress from heavy towing with contaminated ATF → Symptom: shift flare, torque-converter shudder. Remedy: service with Toyota WS ATF, pan inspection, consider auxiliary cooler for frequent mountain towing.
Software and calibrations:
Powertrain and ADAS ECUs receive periodic updates to improve driveability (regen scheduling, idle refinement), camera object classification, and trailer-sway logic. When investigating driveability or warning-lamp complaints, check calibration IDs against the latest campaign numbers and TSBs for your market.
Corrosion watchpoints:
- Frame and crossmember seams, especially around rear suspension mounts and skid-plate interfaces.
- Body seams at rear wheel arches and under sill covers.
- Towbar and spare-wheel carrier brackets. Clean after off-road and winter salt, and top up wax where factory coatings thin.
Recalls/field actions:
Expect standard campaign items across a new model’s first years (sensor harness routings, accessory fastener torque checks, software updates). Always verify with an official VIN check and dealer service printout; completion matters for resale.
Pre-purchase checklist (used import or dealer demo):
- Full history with oil, fuel filter, and ATF entries.
- Evidence of DPF health (no excessive forced regens).
- ADAS camera/radar calibration records after any glass/bumper work.
- Underbody photos showing frame coating condition.
- Tyre date codes and even wear; confirm proper load-index tyres for towing.
Maintenance and Buyer’s Guide
Practical maintenance schedule (typical European usage; always confirm by VIN/service literature):
- Engine oil and filter: 10,000–15,000 km (6,000–9,000 mi) or 12 months—use ACEA C2 0W-30 low-ash oil. Short-trip, cold-climate, or heavy tow duty favors the shorter interval.
- Fuel filter: Inspect every 20,000–30,000 km; replace ~60,000 km (sooner after contaminated fuel event). Drain water separator as indicated.
- Engine air filter: Inspect 20,000 km; replace 40,000–60,000 km (more often in dust).
- Cabin filter: 15,000–20,000 km or annually.
- Coolant (SLLC): First replacement ~160,000–180,000 km or 10 years, then every 90,000 km/5 years.
- Serpentine belt and hoses: Inspect each service; replace belt ~150,000 km or when cracked/noisy.
- Spark plugs: Not applicable—diesel uses glow plugs; test glow plug resistance at ~150,000 km if cold starts worsen.
- ATF (WS): Service at 90,000–120,000 km in heavy use (towing, hot climates) or by condition; pan drop and filter/strainer clean recommended.
- Transfer case and differentials (75W-85 GL-5): 60,000–90,000 km in hard use; otherwise inspect and top up.
- Brake fluid: Replace every 2 years.
- Brakes (pads/rotors): Inspect each service; towing and mountain use shorten life.
- Tyre rotation and alignment: 10,000–12,000 km rotations; verify caster after suspension work.
- ADAS/EPS calibration checks: After windshield, camera, radar, column, or subframe work.
- 12-V battery: Load test annually after year 3; typical replacement window 4–6 years.
- DPF care: Regular highway runs (20–30 minutes at steady load) help complete regeneration cycles; monitor oil level for diesel dilution.
Fluid specs and handy capacities (quick reference):
- Engine oil: ~7.0–7.5 L; ACEA C2 0W-30 (or Toyota-approved equivalent).
- Coolant: ~11–12 L; Toyota Super Long Life Coolant.
- ATF: Toyota WS; partial drain ~3–4 L.
- Diffs/transfer: 1.1–1.6 L each; GL-5 75W-85.
- A/C: R-134a or R-1234yf; ~500–650 g.
Essential torque values (verify by VIN):
- Wheel nuts 131 Nm (97 lb-ft).
- Oil drain plug 39–49 Nm (29–36 lb-ft).
- Front diff drain/fill ~49 Nm; rear diff ~49–64 Nm.
- Prop-shaft flange bolts ~65–75 Nm.
Buyer’s guide—what to look for:
- Frame and underbody: Check for surface rust at weld seams; ensure skid plates are present and properly fastened.
- Driveline: Listen for front-end clunks over sharp bumps (bushings/ball joints). Confirm smooth low-range engagement and that the rear diff lock (if fitted) engages on loose ground.
- Cooling system: After hard towing, any coolant smell or staining around the water pump warrants inspection.
- Electrics/ADAS: Confirm all Safety Sense features operate (set ACC, LTA, and AEB pre-warning in a controlled test).
- Towing history: Inspect towbar mounts and rear wiring; heavy use should include documented ATF services.
- Tyres and wheels: Even wear suggests healthy alignment; mismatched tyres can upset 4×4 systems and braking.
Recommended configurations:
- For mixed on-/off-road and towing: 18-inch wheels, rear diff lock, SDM, and factory tow pack.
- For family road trips: seven seats, full Safety Sense, surround-view camera, heated windscreen, and a roof-rail system rated for static loads (for tents) within the handbook limit.
Durability outlook: The GDJ250, serviced on time with correct low-ash oil and cooled driveline fluids, should provide high-mileage reliability. Components most affected by misuse are emissions hardware (short-trip DPF loading) and ATF (overheated by heavy towing without timely service). Address those proactively, and the truck is a long-term keeper.
Driving and Performance
Ride, handling, NVH: On paved roads the 250-series feels calmer than older light-duty Land Cruisers. The GA-F frame and stiffer body mounts block much of the shake that used to creep into the cabin on ridged concrete or patched tarmac. Straight-line stability is excellent—helped by tyre footprint and aero-neutral body lines—and crosswinds are managed without constant corrections. The EPS tune is light in parking, firming with speed; it remains a truck’s steering, but with better centring than hydraulic setups. Brake feel is firm and consistent on 18-inch wheels; 20-inch packages add bite but transmit a little more texture. Cabin noise at 120 km/h (75 mph) is low for a ladder-frame SUV, with diesel thrum muted except under long grades.
Powertrain character: The 1GD-FTV prefers torque, not revs. Peak 500 Nm arrives early, so modest throttle gets you off the line smartly even with passengers and gear. The eight-speed auto keeps revs below 2,000 rpm in cruise, often riding 7th or 8th on gentle motorway undulations; kickdown is decisive but not abrupt. In tight switchbacks, hold a gear manually to avoid hunting. Crawl Control and Downhill Assist (if fitted) make steep, loose descents drama-free; pairing those with the stabiliser disconnect transforms the truck’s ability to keep tyres planted on offset ruts.
Real-world efficiency: Expect around 8.5–9.5 L/100 km (27.7–24.8 mpg US / 33.2–29.8 mpg UK) at 110–120 km/h with the 18-inch tyres and light load. City cycles with many short trips can nudge 11–12 L/100 km (21.4–19.6 mpg US). Winter diesel and roof-rack loads add 0.5–1.0 L/100 km. Long towing at the 3,500-kg limit roughly doubles consumption; moderate trailers (1,500–2,000 kg) typically add 30–50% to fuel use depending on profile and terrain.
Key metrics owners ask about:
- 0–100 km/h: about 12.0 s on 18-inch tyres.
- 50–80 mph (80–130 km/h) passing: use Manual mode to hold 5th/6th; mid-range pull is steady, not explosive.
- 100–0 km/h braking: well within class at ~38–42 m with A/T tyres; heavy wheels or mud tyres lengthen this.
- Turning circle: neighbourhood-friendly for size; the boxy body makes edges easy to place.
Traction and control: The full-time 4×4 with a lockable centre diff suits mixed-surface driving, allowing secure tarmac manners in rain and snow and quick locking on dirt. Low range engages smoothly with a pause in Neutral, and the rear locker (where fitted) helps clear diagonally rutted climbs. The multi-terrain monitor’s under-car camera view is more than a novelty—it saves skid-plate bangs by showing precisely where rocks sit relative to rear wheels.
Load and towing: With 3,500 kg rated and a stiff frame, the GDJ250 tows confidently. The long wheelbase helps stability, and the transmission keeps oil temperature in check if the ATF is fresh and the cooling pack is intact. Expect downshifts to 5th on motorway grades. Braking remains straight if trailer brakes are adjusted correctly; an integrated trailer-sway function helps in crosswinds.
How Land Cruiser GDJ250 Compares to Rivals
Versus Land Rover Defender 110 D250/D300: The Defender offers more drivetrain choices and an air-suspension ride that feels plusher on motorways. It’s also quicker. The Toyota counters with simpler mechanicals, easier long-term ownership outside metro areas, and consistently high tow ratings without complex options. For buyers planning remote overland travel, the Land Cruiser’s parts availability and bush-repair-friendly design are a draw.
Versus Jeep Wrangler 2.2/2.0 (4-door): Wrangler is a trail tool first: solid axles front and rear, removable top, tighter turning in rocks. On road, the Toyota is quieter and more settled at speed, with a larger, squarer cargo space and better efficiency in diesel form. If you daily-drive long distances or tow, the GDJ250 is the calmer companion.
Versus Ford Everest/Ranger-based SUVs (where sold in Europe): Everest’s bi-turbo diesel and 10-speed auto deliver brisker sprints and strong spec sheets. The Land Cruiser trades some pace for robustness—fewer shift events over a pass, a proven single-turbo layout, and very high resale confidence. Toyota’s dealer footprint and reputation for long-term support often tip the scales for fleet and expedition users.
Versus premium crossovers (e.g., Volvo XC90 diesel): Crossovers are quieter and more efficient on tarmac, but lack low range, ladder-frame strength, and approach/departure geometry. If you never leave pavement or tow heavy, a crossover makes sense. If you split time between B-roads, muddy lanes, and trailers, the GDJ250 is purpose-built for that world.
References
- The all-new Land Cruiser: a modern master true to its roots 2024 (Press Pack)
- The all-new Toyota Land Cruiser: a modern master true to its roots 2024 (Press Site)
- Toyota’s New Land Cruiser “250” Makes World Premiere 2023 (Global Newsroom)
- Land Cruiser (2024 – current) 2024 (Model Hub)
Disclaimer
This guide is for informational purposes and does not replace professional diagnosis or repair. Specifications, torque values, capacities, and service intervals vary by VIN, market, model year, and equipment. Always confirm details against your vehicle’s official owner’s manual and workshop documentation. If this article helped, please consider sharing it on Facebook or X/Twitter to support xcar’s work.