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Toyota1990–2024 Critical issues documented

Toyota Land Cruiser 300: common faults & what to check

Thinking about buying a used Toyota Land Cruiser 300 (1990–2024) in New Zealand? We've documented 16 known faults for this model spanning fluid leaks, engine, suspension, and transmission. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.

Check this exact Toyota Land Cruiser 300

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

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16

Documented faults

Critical

Most serious

$350–$3,000

Typical repair

5

Systems covered

Which Toyota Land Cruiser 300 are you looking at?

2 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Toyota Land Cruiser 300

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Toyota Land Cruiser 300Engine not picked yet

Pick the engine above first: the Land Cruiser 300 came with 8, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Toyota Land Cruiser 300

Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

matched on no vehicle context

What to look out for

The checks worth doing on a Toyota Land Cruiser 300 before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Perform a cold-start inspection after the vehicle has been parked to identify fresh fuel seepage.

    See why

    V35A-FTS High-Pressure Fuel Injector External Leak

    Early production V35A-FTS 3.5L twin-turbo petrol V6 engines in the 300 Series were subject to a Toyota Technical Service Bulletin addressing external fuel leaks at the high-pressure direct injection fuel injectors. The leak occurs between the injector body and the cylinder head at the injector seat or seal, allowing petrol to escape externally. This is a documented fire risk and Toyota issued a TSB requiring inspection and injector seat/seal replacement on affected vehicles. AU and NZ vehicles in the early production window should be verified to have had this rectified.

    What you would notice

    • Fuel smell from engine bay, especially after shutdown
    • Visible fuel staining or wetness around injector bodies on cylinder head
    • Check engine light with fuel system or injector fault codes
    • Risk of engine bay fire if fuel contacts hot surfaces

    Typically $2,000–$6,000 to put right.

  • Costly issue

    With the engine cold, inspect all large rubber hoses between the turbocharger, intercooler, and intake manifold.

    See why

    Intercooler Hose Cracking and Boost Leaks (1HD-FTE 4.2L Turbo)

    The rubber intercooler hoses on the 1HD-FTE 4.2L turbodiesel degrade with heat cycling and are prone to cracking or splitting at the clamp ends. A failed hose causes a boost leak, reducing turbo pressure, causing black smoke, loss of power, and worsening fuel economy. This is a near-universal maintenance item on all 100 series diesel examples over 150,000 km. Replacement with silicone hose upgrades is widely recommended in the LC100 community as a preventative measure.

    What you would notice

    • Black smoke under acceleration
    • Turbo lag or lack of power
    • Hissing from engine bay under boost
    • Poor fuel economy
    • Whistling or whooshing from intercooler area

    Typically $200–$800 to put right.

  • Costly issue

    Cold-start the engine and listen for a distinct metallic rattling from the turbo area (lower than injector level).

    See why

    V35A-FTS Twin-Turbo Wastegate Actuator Cold-Start Rattle

    The twin-turbo V35A-FTS engine exhibits a documented rattling or chattering noise at cold start attributed to the turbocharger wastegate actuators vibrating before oil pressure fully builds and the actuator rods seat. The noise typically resolves within 10–20 seconds of start-up. Persistent wastegate chatter beyond warm-up, or rattle under boost, indicates actuator wear or internal wastegate valve looseness, which can progress to boost control problems and ultimately turbocharger failure if left unaddressed.

    What you would notice

    • Metallic rattle or chatter from low engine area on cold start
    • Noise clears once oil pressure builds but may return under boost in worn units
    • Boost fluctuation or hesitation under acceleration in advanced cases
    • Overboost or underboost fault codes on scan tool in severe cases
    • Audible hiss or whistle under load indicating boost path compromise

    Typically $300–$9,500 to put right.

  • Costly issue

    Ask seller about primary usage — city vs highway.

    See why

    F33A-FTV Diesel Particulate Filter Blockage from Incomplete Regeneration

    The 3.3L twin-turbo diesel (F33A-FTV) equipped with a diesel particulate filter (DPF) is susceptible to incomplete passive and active regeneration cycles in vehicles predominantly used in urban stop-start traffic or on short trips. When exhaust temperatures remain too low for long enough, soot load exceeds the DPF's capacity and the filter blocks, triggering a DPF warning light and reduced-power limp mode. A forced stationary regeneration is the first remediation; repeated blockages require DPF replacement. This is a structural usage mismatch known across the F33A platform.

    What you would notice

    • DPF warning light illuminated on dashboard (amber or red)
    • Reduced power or limp mode activation
    • Engine runs rough or lacks torque under load
    • Increased diesel fuel consumption from repeated aborted regenerations
    • White or grey smoke from exhaust during attempted active regeneration

    Typically $350–$6,500 to put right.

  • Costly issue

    With the engine off, trace and physically squeeze all rubber hoses between the turbocharger compressor outlet, intercooler, and intake manifold.

    See why

    Intercooler Hose Cracking and Boost Leaks (1HD-T 4.2L Turbo Diesel)

    The rubber intercooler charge pipes on the 1HD-T harden, crack, and split with age, particularly at clamp points and tight bends. A split hose creates a boost leak that dramatically reduces turbo response and power, and can cause black smoke and poor fuel economy under load. Silicon hose replacement kits are widely available and are a recommended upgrade on any 1HD-T over 15 years old. Boost leaks are straightforward to find with a workshop pressure test.

    What you would notice

    • Noticeably reduced power under load, particularly when turbo should be spooling
    • Whistling or hissing sound under hard acceleration
    • Heavy black smoke under acceleration with power loss
    • Poor fuel economy for the engine type
    • Boost gauge reading lower than expected if fitted

    Typically $300–$950 to put right.

  • Costly issue

    Check the multi-information display for DPF soot-level and regeneration history if accessible.

    See why

    F33A-FTV 3.3 V6 injector faults disrupting DPF regeneration

    The 300 series' new 3.3 twin-turbo V6 diesel has had early reports of fuel injector faults which upset combustion and stop the DPF regenerating properly, leading to soot-loading warnings and limp mode. The engine is also named in Australian court action over emissions-system behaviour. Most affected vehicles are fixed under warranty, but as trucks age out of warranty an injector-plus-forced-regen bill lands on the owner.

    What you would notice

    • DPF warning light or frequent regeneration messages
    • Diesel smell and elevated idle during regens
    • Rough idle or misfire
    • Reduced power / limp mode

    Typically $1,500–$6,000 to put right.

See all 16 documented issuesEverything researched for the Toyota Land Cruiser 300, including 1 rated critical.
Depends on which engine this Toyota Land Cruiser 300 has — 16Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.
Engine, transmission & cooling12

01V35A-FTS Twin-Turbo Wastegate Actuator Cold-Start Rattle

Cold-start the engine and listen for a distinct metallic rattling from the turbo area (lower than injector level).petrol2021–2024EngineRead the full fault: symptoms, where to look, what to ask the seller

02F33A-FTV Diesel Particulate Filter Blockage from Incomplete Regeneration

Ask seller about primary usage — city vs highway.diesel2021–2024EngineRead the full fault: symptoms, where to look, what to ask the seller

03F33A-FTV 3.3 V6 injector faults disrupting DPF regeneration

Check the multi-information display for DPF soot-level and regeneration history if accessible.diesel2021 onwardEngine
OccasionalEngine $1,500–$6,000 to fix

Can't confirm for this car

The 300 series' new 3.3 twin-turbo V6 diesel has had early reports of fuel injector faults which upset combustion and stop the DPF regenerating properly, leading to soot-loading warnings and limp mode. The engine is also named in Australian court action over emissions-system behaviour. Most affected vehicles are fixed under warranty, but as trucks age out of warranty an injector-plus-forced-regen bill lands on the owner.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • DPF warning light or frequent regeneration messages
  • Diesel smell and elevated idle during regens
  • Rough idle or misfire
  • Reduced power / limp mode

What to check

  1. Check the multi-information display for DPF soot-level and regeneration history if accessible.
  2. Ask for the service printout showing any injector or DPF-related warranty work.
  3. On the test drive include 20+ minutes of open-road running and watch for warning lights.

Where to look: Injectors under the engine cover; DPF in the exhaust under the vehicle, forward of the mid-point

Parts involved: Fuel injector, Diesel particulate filter.

Ask the seller

  • “Has it had any injector or DPF warranty work — can I see the dealer history?”
  • “Is it mostly driven short trips around town?”
  • “Is any factory warranty still remaining and transferable?”

04Transfer Case Hi-Lo Actuator Electronic Fault

With the vehicle stationary, attempt to select Lo range and verify clean engagement with no warning lights.2021 onwardTransmission
OccasionalTransmission $1,500–$4,500 to fix

Can't confirm for this car

The 300 Series uses an electronic actuator to engage the transfer case Hi and Lo range, replacing the mechanical lever of the 200 Series. The electronic actuator and associated control unit on some early production vehicles have been documented to develop faults preventing engagement of low range or returning an error message on the multi-terrain select display. Failures have been reported in AU and NZ owner communities, with some requiring actuator replacement or software calibration under warranty. Off-road users have reported the fault appearing after the vehicle has been used in demanding conditions with transfer case heat cycling.

Symptoms to notice

  • Transfer case will not shift to Lo range or shift is incomplete
  • Warning message or fault light relating to 4WD or multi-terrain system
  • Gear selector or 4WD selector display shows error or flashing indicator
  • Transfer case makes unusual noise during attempted range change without completing the shift

What to check

  1. With the vehicle stationary, attempt to select Lo range and verify clean engagement with no warning lights.
  2. Scan for transfer case or 4WD system fault codes.
  3. Ask if Lo range has ever failed to engage or produced a warning.

Where to look: Transfer case electronic actuator mounted on the transfer case unit, located under the centre of the vehicle behind the engine and gearbox

Parts involved: Transfer case.

Ask the seller

  • “Has the transfer case shifted cleanly into Lo range every time it has been used?”
  • “Have any 4WD or transfer case warning lights appeared?”
  • “Has any electronic 4WD system work been done under warranty?”

05F33A-FTV AdBlue / SCR System Fault and DEF Injector Failure

Check the AdBlue tank level and condition — discoloured or cloudy fluid suggests contamination.diesel2021–2024Engine
OccasionalEngine $450–$3,500 to fix

Can't confirm for this car

The F33A-FTV diesel meets emissions standards using a Selective Catalytic Reduction (SCR) system that injects AdBlue (diesel exhaust fluid / DEF) into the exhaust stream. The AdBlue dosing injector is mounted in the exhaust and is prone to crystalline deposit buildup from AdBlue residue, which can clog or seize the injector. Failed or partially blocked injectors trigger SCR fault codes, NOx sensor faults, and a countdown warning that restricts the vehicle to limited engine starts if not remedied. Cold climates or infrequent use accelerate crystalline fouling. Replacement injectors are expensive OEM parts.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • AdBlue warning light or SCR system fault on dashboard
  • Engine start countdown warning appearing (vehicle will not restart after N starts)
  • NOx sensor fault code stored in engine management system
  • Visible white crystalline residue around the AdBlue injector on exhaust pipe
  • Abnormally high AdBlue consumption requiring top-up more frequently than specification

What to check

  1. Check the AdBlue tank level and condition — discoloured or cloudy fluid suggests contamination.
  2. Request a scan tool check for any SCR system, NOx sensor, or AdBlue dosing fault codes.
  3. Ask whether any AdBlue warning lights have appeared.
  4. Inspect the dosing injector port in the exhaust pipe for white crystalline residue around the fitting.
  5. Verify the AdBlue consumption rate — unusually high use indicates injector overdelivery.

Where to look: AdBlue dosing injector in exhaust pipe before SCR catalyst, AdBlue tank beneath vehicle near rear axle, DEF pump and lines from tank to injector

Parts involved: Fuel injector.

Ask the seller

  • “Has an AdBlue or SCR warning light ever appeared, and what was the fault and repair?”
  • “Has the AdBlue injector ever been cleaned, tested, or replaced?”
  • “What is the current AdBlue level, and does the seller know its approximate consumption per tank?”

06F33A-FTV EGR Valve and Cooler Carbon Fouling

Ask for any EGR-related service or fault code history.diesel2021–2024Engine
OccasionalEngine $650–$2,800 to fix

Can't confirm for this car

The F33A-FTV 3.3L diesel recirculates exhaust gases through the EGR (exhaust gas recirculation) system to reduce NOx emissions. Carbon soot and oily deposits accumulate progressively on the EGR valve, EGR cooler passages, and intake manifold. In urban-driven or short-trip vehicles this process accelerates significantly. Carbon fouling restricts EGR valve movement, causing it to stick open or closed, leading to rough idle, hesitation, and CHECK ENGINE / engine warning lights. Left unaddressed, a stuck-open EGR valve can cause runaway diesel events in extreme cases.

Symptoms to notice

  • Rough or lumpy idle, particularly when engine is warm
  • Hesitation or stumble on light throttle from low speed
  • Check engine light with EGR flow fault or EGR position sensor codes
  • Reduced fuel economy from poor combustion efficiency
  • Black smoke or visible soot from exhaust under acceleration

What to check

Ask for any EGR-related service or fault code history. Inspect the intake manifold port (visible with torch through the air intake) for heavy black carbon coating. Vehicles with predominantly city driving history above 50,000 km are highest risk. If a workshop inspection is possible: With a scan tool, observe live EGR valve position and requested vs actual position during idle and light load — deviation indicates fouling.

Where to look: EGR valve on intake manifold, EGR cooler on passenger side of engine block, EGR pipes routing from exhaust manifold

Parts involved: EGR valve.

Ask the seller

  • “Has the EGR valve or EGR cooler ever been cleaned or replaced?”
  • “Has the vehicle primarily been used for urban driving or longer highway runs?”
  • “Are there any stored engine fault codes currently, and can I have them checked before purchase?”

07Intercooler Hose Cracking and Boost Leaks (1HD-T 4.2L Turbo Diesel)

With the engine off, trace and physically squeeze all rubber hoses between the turbocharger compressor outlet, intercooler, and intake manifold.diesel1990–1997Engine
CommonEngine $300–$950 to fix

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The rubber intercooler charge pipes on the 1HD-T harden, crack, and split with age, particularly at clamp points and tight bends. A split hose creates a boost leak that dramatically reduces turbo response and power, and can cause black smoke and poor fuel economy under load. Silicon hose replacement kits are widely available and are a recommended upgrade on any 1HD-T over 15 years old. Boost leaks are straightforward to find with a workshop pressure test.

Symptoms to notice

  • Noticeably reduced power under load, particularly when turbo should be spooling
  • Whistling or hissing sound under hard acceleration
  • Heavy black smoke under acceleration with power loss
  • Poor fuel economy for the engine type
  • Boost gauge reading lower than expected if fitted

What to check

With the engine off, trace and physically squeeze all rubber hoses between the turbocharger compressor outlet, intercooler, and intake manifold. Hard or brittle rubber, visible cracking, or soft collapsed sections are immediate red flags. A workshop can perform a pressurised boost leak test to find pinhole leaks not visible by eye.

Where to look: Turbocharger outlet to intercooler inlet hose, and intercooler outlet to intake manifold hose

Parts involved: Turbocharger.

Ask the seller

  • “Have the intercooler hoses been replaced or upgraded to silicone?”
  • “Any recent reduction in power or performance?”
  • “Has a boost leak test been performed?”

08Intercooler Boost Pipe Separation Under Load

With the engine cold, trace both intercooler charge pipes from turbo outlets to intake manifold.2021–2024Engine
OccasionalEngine $180–$900 to fix

Can't confirm for this car

Both the V35A-FTS petrol and F33A-FTV diesel use silicone and moulded rubber intercooler charge pipes connecting the twin turbos, intercooler core, and throttle body. Owners and workshops have documented cases of these pipes blowing off their fittings or splitting at the weld seam under sustained high boost, particularly during towing, off-road climbing, or repeated hard acceleration. The result is an immediate and total loss of boost pressure. Factory hose clamps and friction-fit connections on some sections have been identified as the weak point.

Symptoms to notice

  • Sudden and complete loss of power during hard acceleration or towing
  • Loud turbo hiss or whooshing sound when the pipe separates
  • Boost pressure drops to near zero, engine runs in naturally aspirated mode
  • Check engine light with turbocharger underboost fault code
  • Visible pipe disconnected or hanging in engine bay after incident

What to check

  1. With the engine cold, trace both intercooler charge pipes from turbo outlets to intake manifold.
  2. Look for any pipe that has been re-clamped, repaired with tape or tie-wire, or shows scuffing where it has blown off and been refitted.
  3. Check factory clamp tightness at all coupler joints by hand.
  4. Ask if any power loss event occurred during towing or hard use.

Where to look: Intercooler pipes running from turbocharger outlets to intercooler core and from intercooler to intake plenum, front engine bay and behind grille

Parts involved: Turbocharger.

Ask the seller

  • “Has the vehicle been used for towing at or near its rated capacity, and has any power loss event occurred?”
  • “Have the intercooler charge pipes or clamps been upgraded or replaced?”
  • “Has a check engine light with a turbo underboost code appeared at any point?”

09Intercooler Hose Cracking and Boost Leaks (1HD-FTE 4.2L Turbo)

With the engine cold, inspect all large rubber hoses between the turbocharger, intercooler, and intake manifold.diesel1998–2007Engine
Very commonEngine $200–$800 to fix

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The rubber intercooler hoses on the 1HD-FTE 4.2L turbodiesel degrade with heat cycling and are prone to cracking or splitting at the clamp ends. A failed hose causes a boost leak, reducing turbo pressure, causing black smoke, loss of power, and worsening fuel economy. This is a near-universal maintenance item on all 100 series diesel examples over 150,000 km. Replacement with silicone hose upgrades is widely recommended in the LC100 community as a preventative measure.

Symptoms to notice

  • Black smoke under acceleration
  • Turbo lag or lack of power
  • Hissing from engine bay under boost
  • Poor fuel economy
  • Whistling or whooshing from intercooler area

What to check

With the engine cold, inspect all large rubber hoses between the turbocharger, intercooler, and intake manifold. Focus on the clamp ends where cracking initiates. Squeeze hoses to feel for brittleness or soft spots. Check for oil residue around hose connections indicating a small leak.

Where to look: Engine bay — intercooler pipes running between the turbocharger (rear of engine), front-mounted intercooler, and intake manifold

Parts involved: Turbocharger.

Ask the seller

  • “Have the intercooler hoses been replaced or upgraded to silicone?”
  • “Has the vehicle had any boost-related power loss episodes?”

10V35A-FTS Fuel Injector Rattle / Ticking Noise (TSB)

petrol2021–2024Engine
CommonEngine $0–$3,200 to fix

Can't confirm for this car

The 3.5L twin-turbo V6 petrol (V35A-FTS) has a documented TSB for a mechanical ticking or rattling noise emanating from the fuel injectors, most pronounced on cold start and at low idle. Toyota issued a technical service bulletin addressing injector hold-down torque specification and in some cases revised injector supply pipes. The noise can persist after warm-up in more severe cases. Under warranty the fix is covered; out-of-warranty vehicles face potential injector or high-pressure fuel rail work.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Rapid metallic ticking or rattling noise on cold start from engine top
  • Noise most audible at idle and low RPM, may reduce at higher revs
  • Persists beyond first 30 seconds of cold start in affected units
  • Occasional check engine light in severe cases with injector circuit codes
  • Slight rough idle or momentary hesitation during the noise period

What to check

  1. Cold-start the engine from fully cold and listen for a rapid metallic ticking or chattering from the top of the engine lasting more than 15–20 seconds.
  2. Confirm noise is not valve train or exhaust.
  3. Ask dealer to check TSB history on the VIN for injector-related bulletins.
  4. Inspect high-pressure fuel rail connections for seepage.

Where to look: Top of engine, fuel injector rail area, driver side and passenger side cylinder banks

Parts involved: Fuel injector.

Ask the seller

  • “Has the vehicle had any Toyota TSB work done for injector noise or fuel system rattles?”
  • “Can I cold-start the engine from fully cold before purchase?”
  • “Is the vehicle still within Toyota's 5-year/100,000 km powertrain warranty?”

11Oil consumption on early F33A-FTV engines running 0W-20

Check the dipstick/electronic oil level yourself and ask when oil was last added.diesel2021 onwardEngine
OccasionalEngine $100–$3,000 to fix

Can't confirm for this car

Some early 300-series diesels consume noticeable engine oil from low mileage, widely attributed to the very thin 0W-20 oil specified for economy. Toyota considers some consumption normal, but owners report topping up between services. It is mostly a monitoring cost rather than a failure, though ignoring a dropping level risks expensive damage on a new-generation engine.

Symptoms to notice

  • Oil level dropping between services
  • Low-oil warning on long trips
  • Occasional faint blue exhaust haze

What to check

  1. Check the dipstick/electronic oil level yourself and ask when oil was last added.
  2. Look for top-up oil bottles carried in the vehicle.
  3. Ask the selling dealer to document current consumption rate.

Where to look: Engine oil system — checked at the dipstick in the engine bay

Ask the seller

  • “How much oil does it use between services?”
  • “Has Toyota ever done an oil-consumption test on it?”
  • “What oil grade has been used?”

1210-speed automatic harsh or hesitant shifting on early builds

Drive it in heavy-traffic conditions with lots of low-speed shifts, not just open road.diesel2021 onwardTransmission
OccasionalTransmission $200–$1,500 to fix

Can't confirm for this car

Early 300-series owners in Australia reported clunky low-speed shifts, hesitation and occasional harsh downshifts from the new 10-speed automatic, largely addressed by software recalibration at dealers. It is a drivability annoyance more than a failure, but confirm any updates have been done because out-of-warranty transmission diagnosis is expensive.

Symptoms to notice

  • Clunky 1-2 and 2-3 shifts in stop-start traffic
  • Hesitation when accelerating from a rolling stop
  • Occasional harsh downshift when braking

What to check

  1. Drive it in heavy-traffic conditions with lots of low-speed shifts, not just open road.
  2. Ask the dealer to confirm all transmission software campaigns are applied (they can check by VIN).

Where to look: Automatic transmission — behaviour felt through the driveline at low speeds

Ask the seller

  • “Have any transmission software updates or dealer reflashes been done?”
  • “Has it towed heavily?”
Body, brakes, suspension & interior3

01Height Control Air Suspension Compressor Motor Failure

Cycle through all available height settings (Low / Standard / High / Extra High) using the suspension control switch while stationary.2021–2024Suspension
OccasionalSuspension $1,800–$5,500 to fix

Can't confirm for this car

LC300 variants equipped with the optional electronically controlled height-adjustable suspension (E-KDSS with height control) use an onboard air compressor to raise and lower the vehicle. The compressor motor is known to fail on vehicles with high off-road use, frequent water crossing, or those left in a lowered position for extended periods causing the motor to work repeatedly. Failure leaves the vehicle unable to change ride height, locked at the last set position, and triggers a suspension warning light. Replacement compressor assemblies are expensive and Toyota OEM lead times from Japan can be extended.

Symptoms to notice

  • Suspension warning light or height control warning on dashboard
  • Vehicle fails to raise or lower when height adjustment is selected
  • Compressor runs continuously but does not achieve target ride height
  • Air leak hiss audible near compressor or suspension corner air lines
  • Vehicle sits visibly uneven or lower at one or more corners

What to check

Cycle through all available height settings (Low / Standard / High / Extra High) using the suspension control switch while stationary. Each transition should complete within 30–45 seconds with no warning lights. Listen for the compressor running — a weak or intermittent motor sound followed by failure to reach target height indicates early failure. If a workshop inspection is possible: Check for any stored suspension fault codes via OBD.

Where to look: Air suspension compressor mounted in engine bay near firewall or in chassis rail, connected to air reservoir and height control valves at each corner

Parts involved: Air suspension strut.

Ask the seller

  • “Does the height control system cycle fully through all four height modes without warning lights?”
  • “Has the vehicle been used in river crossings or deep mud, which can shorten compressor life?”
  • “Is the suspension system currently under Toyota's 5-year warranty, or has it expired?”

02Brake Vacuum Accumulator Insufficient Reserve (Diesel)

With the engine off, pump the brake pedal repeatedly and count the number of assisted (easy) pedal applications before the pedal becomes firm.diesel2021 onwardBrakes
OccasionalBrakes $800–$2,500 to fix

Can't confirm for this car

The F33A-FTV diesel in the 300 Series produces less intake vacuum than the 4.5L V8 diesel of the 200 Series, and the brake booster vacuum accumulator system has been flagged by workshop technicians and owners for providing a reduced number of full-pressure brake applications when the engine is off or vacuum is low. While not a failure in the traditional sense, some early 300 Series diesel owners in AU have reported the brake pedal feeling notably harder than expected after the engine is switched off, with fewer reserve applications than comparable competitors. This can be unexpected in emergency situations and has been raised in owner and workshop communities as a design concern worth inspecting on pre-purchase.

Symptoms to notice

  • Brake pedal becomes noticeably harder after engine is switched off with only 1-2 assisted applications available
  • Reduced braking assistance at very low engine speeds
  • Brake warning light in rare cases if accumulator pressure drops below threshold

What to check

With the engine off, pump the brake pedal repeatedly and count the number of assisted (easy) pedal applications before the pedal becomes firm. Fewer than three firm assisted applications suggests accumulator capacity is marginal. Inspect the brake vacuum accumulator for any signs of cracking or damage. Test brake booster function with engine running and verify normal feel.

Where to look: Brake vacuum accumulator and brake booster assembly, located on the firewall in the engine bay on the driver's side

Ask the seller

  • “Has the brake pedal ever felt unusually hard or stiff, especially with the engine off?”
  • “Has the brake vacuum system been inspected or any components replaced?”
  • “Has Toyota provided any update or software calibration related to brake feel?”

03E-KDSS Hydraulic System Fluid Leak

Check the E-KDSS fluid reservoir level under the bonnet.2021–2024Suspension
OccasionalSuspension $400–$2,800 to fix

Can't confirm for this car

The Electronic Kinetic Dynamic Suspension System (E-KDSS) is a hydraulic interconnection between front and rear anti-roll bars that improves off-road articulation. The system uses hydraulic actuator cylinders, a reservoir, and high-pressure hoses. Forum and workshop reports for the LC300 document leaks developing at hydraulic hose fittings, actuator seals, and the reservoir cap, particularly on vehicles used extensively off-road where hydraulic lines flex repeatedly over rough terrain. A fluid leak reduces the E-KDSS effectiveness, causing degraded roll control and articulation, and warning lights may illuminate once fluid level drops sufficiently.

Symptoms to notice

  • Oily residue or wet staining along chassis hydraulic line routing
  • KDSS or suspension warning light on dashboard
  • Increased body roll on corners compared to normal E-KDSS operation
  • Reduced off-road axle articulation (side that lost pressure stays stiffer)
  • Visible hydraulic fluid drip from front or rear anti-roll bar actuator area

What to check

Check the E-KDSS fluid reservoir level under the bonnet. On the test drive, note whether the vehicle feels more body-roll-prone than expected — a leaking system loses its effectiveness progressively. Look for suspension or KDSS warning lights in the instrument cluster fault history. If a workshop inspection is possible: With the vehicle on a hoist, inspect along the chassis rails and at each suspension corner for oily or wet residue on hydraulic lines.

Where to look: E-KDSS hydraulic actuators at front and rear anti-roll bars, hydraulic reservoir and hose runs along chassis rails

Ask the seller

  • “Has the vehicle done any serious off-road work, and has the E-KDSS hydraulic fluid level ever been checked or topped up?”
  • “Are there any KDSS or suspension warning lights currently or in the fault code history?”
  • “Can a hoist inspection of the chassis hydraulic lines be arranged before purchase?”
Fluid leaks1

01V35A-FTS High-Pressure Fuel Injector External Leak

Perform a cold-start inspection after the vehicle has been parked to identify fresh fuel seepage.petrol2021 onwardFluid Leaks
OccasionalFluid Leaks $2,000–$6,000 to fix

Can't confirm for this car

Early production V35A-FTS 3.5L twin-turbo petrol V6 engines in the 300 Series were subject to a Toyota Technical Service Bulletin addressing external fuel leaks at the high-pressure direct injection fuel injectors. The leak occurs between the injector body and the cylinder head at the injector seat or seal, allowing petrol to escape externally. This is a documented fire risk and Toyota issued a TSB requiring inspection and injector seat/seal replacement on affected vehicles. AU and NZ vehicles in the early production window should be verified to have had this rectified.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Fuel smell from engine bay, especially after shutdown
  • Visible fuel staining or wetness around injector bodies on cylinder head
  • Check engine light with fuel system or injector fault codes
  • Risk of engine bay fire if fuel contacts hot surfaces

What to check

Perform a cold-start inspection after the vehicle has been parked to identify fresh fuel seepage. Ask for records confirming TSB rectification has been performed. If a workshop inspection is possible: Remove the engine cover and inspect around each injector body for fuel staining, wetness, or residue on the cylinder head.

Where to look: High-pressure fuel injectors on both cylinder banks of the V35A-FTS V6; injectors enter the cylinder head from the top of the engine

Parts involved: Fuel injector.

Ask the seller

  • “Has the fuel injector TSB been addressed on this vehicle?”
  • “Any fuel smell from the engine bay?”
  • “Has there been any fire-risk or fuel leak warning from Toyota or the dealer?”

Toyota Land Cruiser 300 faults in detail

Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

F33A-FTV Diesel Particulate Filter Blockage from Incomplete RegenerationMajor · EngineV35A-FTS Twin-Turbo Wastegate Actuator Cold-Start RattleMajor · Engine

What these repairs cost on other cars

Some of the Toyota Land Cruiser 300’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Toyota models

Toyota Prado64 documented faultsToyota RAV463 documented faultsToyota Hilux59 documented faultsToyota Caldina15 documented faultsToyota FJ Cruiser15 documented faultsToyota Corolla Fielder14 documented faults

Toyota Land Cruiser 300 buyer questions

Is the Toyota Land Cruiser 300 reliable?

Like any used car, it depends on the specific example and its service history. Across the 16 documented faults for the Toyota Land Cruiser 300, the recurring problem areas are fluid leaks, engine, and suspension. A Toyota Land Cruiser 300 with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Toyota Land Cruiser 300?

We've catalogued 16 known faults for the Toyota Land Cruiser 300, covering fluid leaks, engine, and suspension. All 16 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Toyota Land Cruiser 300?

Most single repairs on the Toyota Land Cruiser 300 fall between $350–$3,000 at NZ independent-workshop rates. Some of the 16 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Toyota Land Cruiser 300?

Yes. A Toyota Land Cruiser 300 inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.