The 2012–2015 Toyota Land Cruiser (URJ200) with the 1UR-FE 4.6-liter V8 sits in a narrow lane: a full-size, body-on-frame SUV engineered for longevity first and luxury second. In this petrol-V8 configuration it trades the outright thrust of big-block alternatives for smooth delivery, robust driveline components, and a reputation for shrugging off mileage. Owners prize the permanent 4×4 system with a lockable center differential, stout suspension hardware, and high thermal capacity—assets that matter as much on alpine passes and rutted farm tracks as they do under a camping trailer. Inside, it is quiet, ergonomically simple, and designed to survive family use. Against European rivals, the Land Cruiser gives away some infotainment flash and fuel economy, but compensates with predictable servicing, parts continuity, and a conservative evolution of components shared across Toyota’s heavy-duty lineup. If you value durability, towing stability, and genuine off-road ability, this 4.6 V8 variant is a smart, low-drama choice.
Fast Facts
- Proven 4.6 V8 (1UR-FE), timing-chain driven, smooth and understressed; full-time 4×4 with low range and lockable center diff.
- Excellent long-distance comfort and trailer stability; 3,500 kg (7,716 lb) braked towing when correctly equipped.
- Cabin and chassis built for abuse: corrosion protection, heavy-duty cooling, and long-lived suspension joints and bushings.
- Expect higher fuel use: mixed real-world 13–16 L/100 km (18–15 mpg US / 22–19 mpg UK) depending on tyres and load.
- Typical oil service: every 15,000 km / 12 months (10,000 miles / 12 months), sooner under heavy towing or dusty use.
Navigate this guide
- Detailed overview
- Specifications and technical data
- Trims, options, and safety
- Reliability and known issues
- Maintenance and buyer’s guide
- Driving and performance
- How it compares to rivals
Land Cruiser URJ200 overview
The URJ200 designation marks the petrol V8 Land Cruiser using Toyota’s 1UR-FE engine—a 4,608 cc, all-aluminium, chain-driven DOHC V8 with Dual VVT-i and port fuel injection. In this 2012–2015 window, it’s rated at 318 hp (237 kW) and about 460 Nm (339 lb-ft), tuned for low-to-midrange torque and heat management rather than high-rpm fireworks. The transmission is an Aisin six-speed automatic feeding a full-time 4×4 transfer with a lockable Torsen-type center differential and a separate low-range reduction. Many European-market cars add terrain aids such as Crawl Control, Multi-Terrain Select, and optionally KDSS (Kinetic Dynamic Suspension System) for reduced roll and improved wheel articulation.
This generation keeps the Land Cruiser’s classic body-on-frame layout. The ladder frame, boxed and extensively gusseted, is engineered to isolate NVH while tolerating torsional loads from towing and rough tracks. Front suspension is independent double wishbone; rear is a robust four-link live axle with coils—simple, serviceable, and proven. Braking uses large ventilated discs and high thermal capacity; steering is hydraulic for consistent feel off-road and when trailering.
Practicality is high: seven seats on most examples, with fold-away third-row arrangements that favour cargo height and a flat load floor over brochure-pleasing litre numbers. Roof load ratings and towbar integration reflect Toyota’s conservative engineering approach; with correct hitch equipment and cooling, a 3,500 kg braked rating is common across European documentation. The 4.6 petrol does consume more fuel than diesels, but rewards with smoothness, fewer DPF-related headaches, and predictable winter starting.
What you do not get is the most cutting-edge cabin tech of the period or the last word in active driver-assistance. Instead, you get heavy-duty HVAC, a simple switch layout, durable interior materials, and strong parts continuity. For buyers who plan to keep a vehicle a decade or more—or who frequently tow and venture beyond sealed roads—that trade-off is deliberate and, for many, ideal.
URJ200 4.6 V8 specs
Engine & Performance
| Item | Value |
|---|---|
| Code | 1UR-FE |
| Layout / cylinders | 90° V8, aluminium block/heads, DOHC, 4 valves/cyl, Dual VVT-i |
| Bore × stroke | 94.0 × 83.0 mm (3.70 × 3.27 in) |
| Displacement | 4.6 L (4,608 cc) |
| Induction / fuel system | Naturally aspirated / sequential multi-port EFI |
| Compression ratio | ~10.2:1 |
| Max power | 318 hp (237 kW) @ ~5,600 rpm |
| Max torque | 460 Nm (339 lb-ft) @ ~3,400 rpm |
| Timing drive | Chains (no scheduled replacement) |
| Emissions / efficiency baseline | Euro 5 era calibrations (market-dependent) |
| Rated fuel economy (typical) | NEDC combined often 13–14 L/100 km (18–17 mpg US / 22–20 mpg UK), varies by wheel/tyre and equipment |
| Real-world highway @ 120 km/h (75 mph) | 14–16 L/100 km (17–15 mpg US / 20–18 mpg UK), mild headwind or roof box adds 1–2 L/100 km |
| Aerodynamics | Cd ~0.36; frontal area ~3.1 m² (33.4 ft²) |
Transmission & Driveline
| Item | Value |
|---|---|
| Transmission | Aisin 6-speed automatic (AB60F) with AI-Shift and manual mode |
| Gear ratios | 1st 3.333, 2nd 1.960, 3rd 1.353, 4th 1.000, 5th 0.728, 6th 0.588, Rev 3.061 |
| Transfer case | 2-speed, high 1.000 / low 2.618 |
| Final drive ratio | ~3.909:1 (typical) |
| Drive type | Full-time 4×4 with Torsen center differential; center diff lockable; low range |
| Differentials | Center: Torsen LSD; rear diff lock available/market-dependent |
| Refuel to full (approx.) | 5–7 minutes (dual-tank setups add time) |
Chassis & Dimensions
| Item | Value |
|---|---|
| Platform | Body-on-frame (200 Series) |
| Suspension (front/rear) | Double wishbone, coils / 4-link solid axle, coils (KDSS available) |
| Steering | Hydraulic rack-and-pinion; ratio ~16.6:1 |
| Brakes | Ventilated discs; approx. 338 mm (13.3 in) front / 345 mm (13.6 in) rear |
| Wheels/tyres (common) | 285/60 R18; optional 285/50 R20 (market-dependent) |
| Ground clearance | ~225 mm (8.9 in) |
| Angles | Approach ~32°, departure ~24°, breakover ~21° |
| Length / width / height | ~4,950–4,980 / 1,970 / 1,880–1,910 mm (194.9–196.1 / 77.6 / 74.0–75.2 in) |
| Wheelbase | 2,850 mm (112.2 in) |
| Turning circle (kerb-to-kerb) | ~11.8 m (38.7 ft) |
| Kerb (curb) weight | ~2,650–2,740 kg (5,842–6,046 lb) depending on spec |
| GVWR | ~3,350 kg (7,385 lb) |
| Fuel tank | 93 L (24.6 US gal / 20.5 UK gal); some markets add a 45 L sub tank (total 138 L) |
| Cargo volume | Practical, tall load bay; third-row folds/tumbles to yield a flat floor (methodologies vary by market) |
Performance & Capability
| Item | Value |
|---|---|
| 0–100 km/h (0–62 mph) | ~8.7–9.2 s (tyre/load dependent) |
| Top speed | ~205 km/h (127 mph) |
| 100–0 km/h braking | ~41–44 m (134–144 ft) on road tyres |
| Towing capacity (braked) | 3,500 kg (7,716 lb) with correct towbar, cooling, and hitch setup |
| Payload | ~650–710 kg (1,433–1,565 lb) by trim |
| Roof load | ~100 kg (220 lb) with approved bars |
Fluids & Service Capacities
| System | Specification | Capacity |
|---|---|---|
| Engine oil | API SN / ILSAC GF-5; SAE 0W-20 preferred (5W-30 acceptable where climates/availability dictate) | ~7.5 L (7.9 qt) with filter |
| Coolant | Toyota Super Long Life Coolant (pink), 50/50 premix | ~14.0–17.0 L (14.8–18.0 qt) depending on rear heater |
| Automatic transmission (AB60F) | Toyota ATF WS | ~11–12 L (total fill); typical drain/fill ~3–4 L |
| Transfer case | Toyota ATF WS | ~1.9 L (2.0 qt) |
| Front differential | GL-5 75W-85 (Toyota spec) | ~1.5 L (1.6 qt) |
| Rear differential | GL-5 75W-85 (Toyota spec) | ~3.4 L (3.6 qt) |
| A/C refrigerant | R-134a; ND-8 (PAG) compressor oil | ~0.75–0.95 kg (26–34 oz); oil ~120 mL (4.1 fl oz) |
| Key torque values | Wheel nuts ~131 Nm (97 lb-ft); spark plugs ~18 Nm (13 lb-ft); engine oil drain plug ~39 Nm (29 lb-ft) | — |
Electrical
| Item | Value |
|---|---|
| Alternator output | ~150 A (varies by equipment) |
| 12 V battery | ~80–95 Ah (DIN), high-CCA fitments for cold climates; common European size group |
| Spark plugs | Iridium (e.g., Denso FK20HBR11 or equivalent) |
| Plug gap | ~1.1 mm (0.043 in) |
Safety & Driver Assistance
| Area | Notes |
|---|---|
| Crash ratings | No Euro NCAP rating published for this generation in Europe. Independent ANCAP testing (different protocol/market) covered 200 Series with results varying by airbags/spec and improving with MY2013 knee airbags. |
| Airbags | Typically 10: dual front, side thorax (front), curtains (three rows), driver/passenger knee (market/trim dependent). |
| Braking/stability | ABS, EBD, Brake Assist, Vehicle Stability Control (VSC), Active Traction Control (A-TRC). |
| Terrain aids | Center diff lock; low range; Multi-Terrain Select and Crawl Control on many later EU cars; hill-start assist; downhill assist control. |
| Child seats | ISOFIX/LATCH points on second row; top tether anchorages. |
| ADAS availability | Period-correct features: parking sensors, reversing camera; adaptive cruise and pre-collision features appear late and sparsely; AEB, LKA and BSD/RCTA generally not fitted on 2012–2015 EU V8s. |
Land Cruiser trims and safety
Trims and options (Europe focus). In many European markets the Land Cruiser V8 was sold in a single, high-specification grade with 7 seats, 18-inch wheels, leather, heated front seats, electrically adjustable steering column, navigation, premium audio, and a powered tailgate glass. Certain countries offered packages adding rear seat entertainment, 20-inch wheels, sunroof, and driver-assistance conveniences (camera pack, parking aids). Mechanical options worth noting:
- KDSS (where offered): hydraulically links anti-roll bars to reduce on-road roll yet decouple off-road for articulation. Greatly improves ride composure with a roof box or during towing.
- Rear differential lock: desirable for heavy snow or slow, cross-axle terrain; many EU cars rely on A-TRC instead.
- Tow preparation: look for factory harness and cooling pack; OE towbars integrate with stability systems and maintain the 3,500 kg rating.
Quick identifiers. The 4.6 petrol V8 (URJ200) typically has “V8” badging and a 6,000-rpm redline tachometer; underhood labels will list 1UR-FE. VIN/plate codes vary by country, but URJ20x references confirm the petrol V8 frame/engine pairing. Wheel styles and headlamp internals changed with the 2012 facelift (revised grille/bumper, DRL treatments).
Year-to-year touches (2012–2015).
- 2012 update: cosmetic refresh; availability of Multi-Terrain Select and Crawl Control expands; infotainment and camera options improve.
- 2013–2014: incremental NVH and equipment tweaks in some markets; knee airbags become more common across builds; JBL audio widely available.
- 2015: final-year cars before the next facelift often bundle camera systems and small trim upgrades; ADAS remains limited versus newer rivals.
Safety ratings summary. There’s no formal Euro NCAP rating for this generation of Land Cruiser V8. Period ANCAP testing (different methodology and market) shows earlier 200 Series variants at four stars without knee airbags, and five stars from builds with knee airbags (from 2013 in that region). Protocols evolved significantly over the period, so don’t cross-compare directly with newer SUVs. For buyers, the meaningful points are structural robustness, abundant airbags on later cars, and stable on-road manners when loaded.
Child-seat and service notes. ISOFIX positions are on the outboard second-row seats; third-row is not ISOFIX-capable. If you replace windscreens or bumper covers, note that camera/sensor calibration is minimal on these years, but parking sensors and camera alignment checks are still worthwhile.
Reliability and known issues
The 1UR-FE Land Cruiser is widely regarded as one of the safer bets in a full-size SUV. Most age-related issues are predictable wear, not design defects. Below is a practical, prevalence-plus-severity map for 2012–2015 petrol V8s used in European climates.
Engine & fueling
- Coolant pump seep (occasional, low/medium cost): pink residue around the water-pump weep hole; faint bearing noise when cold. Remedy: replace pump and gasket; refresh coolant. Typical at 120–180k km.
- Thermostat slow to regulate (occasional, low): long warm-up and fluctuating temp on highway. Replace thermostat; verify cooling fans and shrouds.
- Carbon on throttle/intake (occasional, low): port-injected V8s are forgiving; cleaning is a maintenance task at high mileage if idle quality drops.
- Fuel pump impeller recall (market-dependent, medium): some Toyota/Lexus petrol V8 applications received low-pressure fuel-pump campaigns in later years. Always check VIN in your country’s official recall portal before purchase.
Lubrication & timing
- Oil cooler/line o-rings seep (occasional, low): fine misting near filter housing; fix with seals during routine service.
- Timing chains/guides (rare, high if neglected): chain drive is durable; audible rattle on warm restart or correlation faults under high mileage suggest guide/tensioner work. Oil quality/interval discipline is crucial.
Ignition & sensors
- Coil-on-plug age failures (occasional, low): single-cylinder misfire under load; replace the coil, inspect plug wells for moisture ingress.
- O2 sensors and cats (occasional, medium): high idle hours/short trips accelerate ageing; genuine parts last longest.
Transmission / transfer / axles
- ATF heat cycling (common, low if preventive): towing or mountain routes shear WS fluid; a 60–90k km drain-and-fill keeps shifts clean.
- Transfer case seals (occasional, low/medium): dampness at output seals; monitor level; reseal if weeping.
- Front diff whine (rare, medium): more likely with oversized tyres; check alignment and angles; premium GL-5 oil helps.
Suspension & steering
- Lower control arm bushes and ball joints (occasional, medium): look for braking shimmy and tyre shoulder wear; refresh arms as assemblies.
- KDSS leaks (occasional on KDSS cars, medium): oily cylinders/lines and clunks over articulation. Re-seal or replace affected components; system bleed required.
Brakes
- Heat checking / pad glazing (occasional, low): frequent towing or Alpine descents; upgraded pads and correct bedding mitigate.
Body & corrosion
- Frame and subframe surface rust (occasional in salted regions, medium if advanced): focus on rear cross-members, towbar mounts, brake-line clips, and tailgate seams. Treat early; underbody wash matters.
- Tailgate and door harness fatigue (occasional, low): intermittent speakers or tailgate glass; loom repair.
Electrics & HVAC
- HVAC blend motors (occasional, low): ticking behind dash when changing temperature; motor replacement cures.
- Rear entertainment and camera feeds (occasional, low): ageing harness/connectors; clean grounds and replace failing modules.
Recalls, TSBs, and coverage (EU context). Campaigns vary by country and build. Many vehicles globally were checked for passenger airbags (Takata) and some petrol models for low-pressure fuel pumps. For any target vehicle, request a VIN-based recall status printout from an official dealer and verify completion in your national government recall portal. Keep records of any ECU/TCU software updates (shift quality, idle flare, or sensor plausibility).
Pre-purchase asks.
- Full service history with dates/mileage; evidence of coolant pump and spark-plug replacement windows.
- Recent axle/transfer fluids if used for towing.
- KDSS inspection (if fitted) for leaks and line corrosion.
- Underbody corrosion pictures and a lift-inspection invoice.
- Tire age/brand and four-wheel alignment report (these vehicles are sensitive to alignment under towing load).
Maintenance and buyer guide
Baseline service schedule (distance/time, whichever comes first). Adjust for severe use (dust, heavy city, frequent towing, extended idling, extreme cold/heat).
- Engine oil + filter: every 15,000 km / 12 months (10,000 miles / 12 months). Use 0W-20 (preferred) or 5W-30 where needed; genuine or OEM-quality filter.
- Engine air filter: inspect at 15,000 km; replace 30,000–45,000 km; sooner in dust.
- Cabin filter: 15,000–30,000 km (annually if pollen/dusty region).
- Spark plugs (iridium): 120,000–150,000 km or 7–10 years; check gaps when misfires appear.
- Coolant (SLLC pink): first change at 160,000 km / 10 years, then 80,000 km / 5 years.
- Aux/serpentine belt & hoses: inspect every service; typically 90,000–120,000 km for belt replacement based on condition.
- ATF (AB60F): drain & fill 60,000–90,000 km under towing/hilly use; otherwise 100,000–120,000 km prudent; avoid power-flushes.
- Transfer case fluid: 60,000–90,000 km (earlier if water crossing).
- Front & rear differential oil: 60,000–90,000 km; shorten under towing or deep-snow duty.
- Brake fluid: 24 months regardless of mileage.
- Brake pads/rotors: inspect every service; typical rotor life 100,000–150,000 km with touring tyres; sooner with heavy trailers.
- Alignment & tyre rotation: rotate 10,000–12,000 km; align annually or after suspension/tyre changes.
- 12 V battery test/replacement window: load-test annually after year 4; plan for 5–7 years in temperate climates.
- Timing chains: no interval; monitor for rattle/fault codes—address only if symptoms.
Fluid specs & quick capacities (owner-useful).
- Engine oil: 0W-20, ~7.5 L with filter; torque: drain plug ~39 Nm.
- Coolant: Toyota SLLC (pink) 50/50; ~14–17 L (rear heater adds capacity).
- ATF: Toyota WS; total ~11–12 L (service exchanges are partial).
- Transfer/diffs: Toyota WS (transfer); GL-5 75W-85 (diffs).
- Spark plugs: Iridium, ~1.1 mm gap, torque ~18 Nm.
- Wheel nuts: ~131 Nm.
Buyer’s checklist.
- Frame & mounts: look at rear cross-member, towbar mounts, brake-pipe clips, inner sills, and tailgate seam.
- KDSS lines (if fitted): inspect cylinders and hoses for wetness; ride over speed humps to listen for clunks.
- Driveline slack/noise: check in Park–Drive–Reverse transitions; listen at 80–100 km/h for diff whine on light throttle.
- Cooling system: pressure-test; check for pink crust at water pump; verify viscous fan coupling.
- Brakes & tyres: measure rotor thickness; ensure quality AT-rated or highway tyres with correct load index.
- Tow history: if heavily towed, expect more frequent ATF/diff services; ask for proof.
- Electrics: verify camera, parking sensors, seat heaters, and all HVAC modes.
- Documentation: obtain VIN recall printout; confirm accessories (towbar, electrics) are homologated parts.
Which years/specs to seek.
- Best value: late 2013–2015 cars with terrain aids and knee airbags, ideally with KDSS and factory tow prep.
- Avoid? Not specific years—focus on neglected maintenance, poorly rust-proofed underbodies, non-OEM lift kits, and oversized wheels (which stress steering/suspension).
Long-term outlook. With fluids on time, OE cooling parts, and sensible tyres, 300,000+ km without major engine or transmission work is common. Consumables, bushings, and the occasional coolant pump are the usual expenses. Fuel cost is the primary running-cost caveat.
Driving and performance
Ride, handling, NVH. The URJ200 prioritizes calm progress over theatrics. The frame isolates harshness; the cabin is notably quiet on coarse asphalt, and wind noise stays in the background until motorway speeds. Steering is light but consistent, with a reassuring straight-ahead on long motorway runs. KDSS-equipped examples corner flatter and feel tidier over patchy B-roads. Brake feel is linear; under extended Alpine descents with a trailer, the large discs and transmission downshifts keep temperatures in check, though pads can glaze if under-specced.
Powertrain character. The 1UR-FE’s strengths are smooth idle, linear throttle, and midrange pull. Kickdown is decisive; the AB60F’s logic avoids busy hunting if you maintain moderate throttle. There’s no turbo lag to manage, just a progressive swell of torque. In low range, throttle modulation is excellent for technical climbs; Crawl Control (where fitted) adds confidence on loose descents.
Real-world efficiency. Expect:
- City: 16–20 L/100 km (15–12 mpg US / 18–14 mpg UK).
- Mixed: 13–16 L/100 km (18–15 mpg US / 22–19 mpg UK).
- Motorway at 110–120 km/h (70–75 mph): 14–16 L/100 km (17–15 mpg US / 20–18 mpg UK).
Cold weather, short trips, roof boxes, aggressive A/T tyres, and roof loads each add 0.5–2.0 L/100 km. Towing a 2,500–3,000 kg caravan raises consumption into the high-teens to low-20s L/100 km; plan fuel stops accordingly.
Performance metrics that matter.
- 0–100 km/h: around nine seconds on 18-inch highway tyres.
- 80–120 km/h (50–75 mph) passing: confident, especially with a pre-emptive downshift to 4th.
- 100–0 km/h stop: low-40-metre range with OE-equivalent pads on warm tarmac.
- Turning circle: ~11.8 m—tight for the size thanks to geometry that also pays dividends off-road.
Traction & control. The full-time 4×4 with a lockable center differential and low range feels transparent in mixed traction. A-TRC is effective at cutting wheelspin without excessive momentum; with the center diff locked, progress in deep snow or ruts is predictable. A rear locker (where fitted) is a nice-to-have for cross-axle obstacles but rarely essential for European green lanes. Stability control tuning is conservative and rarely intrusive in the dry.
Load and towing. The Land Cruiser’s long wheelbase, weight, and cooling capacity translate into superb trailer stability. Downshift logic on long grades keeps transmission temps in check. Under a 2,500–3,000 kg caravan, expect +30–60% consumption versus solo highway figures. Ensure correct nose weight and tyres at proper load indices; fit OEM towbar electrics so trailer stability aids integrate cleanly.
How it compares to rivals
Range Rover (L322 then L405, 2012–2015). The Land Rover counters with air-suspension plushness, higher-spec interiors, and stronger engine options. But it brings higher complexity and cost, particularly beyond warranty. The Toyota’s simpler suspension, port-injected petrol V8, and conservative calibration make it more predictable to own long-term, especially far from a dealer.
Mercedes-Benz GL/GLS (X166). Quieter cabins and strong diesels; more advanced safety tech by 2015. However, air-suspension and electronics can push running costs up. The Land Cruiser’s unique value is robustness under heavy towing and on bad roads, with less fear of electronic gremlins.
Land Rover Discovery 4 (L319). Excellent packaging and ride; compelling tow vehicle. Complexity and known wear points (air suspension, EGR/DPF on diesels) make the Toyota a safer bet for decade-long ownership, though the Disco can be more frugal.
Lexus LX (J200). The Lexus sibling adds luxury materials and, in many markets, a larger 5.7 V8 and more driver aids. The Toyota is plainer, often cheaper to buy, and easier to outfit for overland/tow duties in Europe.
Bottom line. If you judge by gadgets per euro, the Land Cruiser lags; if you judge by the likelihood it will calmly carry on working at 250,000+ km while towing in winter, it leads.
References
- Owner’s Manual | Toyota Europe 2025 (Owner’s Manual)
- Land Cruiser V8 (200 Series, 2008-2015) – Toyota Media Site 2025 (Manufacturer archive)
- Toyota Landcruiser | Safety Rating & Report | ANCAP 2011 (Safety Rating)
- Check if a car has a safety recall – GOV.UK 2017 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or homologation advice. Specifications, torque values, fluid types/capacities, and service intervals vary by VIN, market, year, and equipment. Always verify details against your official owner’s manual, service manual, and technical bulletins, and follow local regulations for towing and modifications.
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