Toyota2021–2024 Critical issues documented

Toyota LC300: common faults & what to check

Thinking about buying a used Toyota LC300 (2021–2024) in New Zealand? We've documented 11 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.

A Toyota LC300 — example photograph; the generation is not established — Toyota LC300. An example of the model — the generation is not established, and it is not the car you are looking at. Photo: Autosdeprimera via Wikimedia Commons, CC BY 3.0.

Check this exact Toyota LC300

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Documented faults

Critical

Most serious

$450–$3,500

Typical repair

Systems covered

Which Toyota LC300 are you looking at?

Pick the year and the engine. The faults below narrow to that exact combination, because a 1.8 and a 2.4 of the same car do not fail the same way. Free, no account needed.

Which engine is in it? These cover every year of this model.

3.3L diesel (F33A-FTV)· 3.3 litre diesel 3.5L petrol (V35A-FTS)· 3.5 litre petrol

Start your free check on this Toyota LC300

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Toyota LC300Engine not picked yet

Pick the engine above first: the LC300 came with 2, and without it the report has to show all of their faults. Pick the engine

Can't confirm for this car

Toyota LC300

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 LC300 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
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
Cycle through all available height settings (Low / Standard / High / Extra High) using the suspension control switch while stationary.
See why
Height Control Air Suspension Compressor Motor Failure
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.
What you would 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
Typically $1,800–$5,500 to put right.
Costly issue
With the vehicle stationary, attempt to select Lo range and verify clean engagement with no warning lights.
See why
Transfer Case Hi-Lo Actuator Electronic Fault
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.
What you would 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
Typically $1,500–$4,500 to put right.
Costly issue
Check the AdBlue tank level and condition — discoloured or cloudy fluid suggests contamination.
See why
F33A-FTV AdBlue / SCR System Fault and DEF Injector Failure
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.
What you would 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
Typically $450–$3,500 to put right.

See all 11 documented issuesEverything researched for the Toyota LC300, including 1 rated critical.

Depends on which engine this Toyota LC300 has — 11Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.

Engine, transmission & cooling7

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).petrol2021–2024EngineCan't confirm for this car$300–$9,500

CommonEngine $300–$9,500 to fix

Can't confirm for this car

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.

Symptoms to 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

What to check

Cold-start the engine and listen for a distinct metallic rattling from the turbo area (lower than injector level). Note whether it clears within 20 seconds. During a test drive, listen for boost-related rattle or hiss under hard acceleration. Request any workshop records noting turbo or wastegate inspection. If a workshop inspection is possible: Check for boost pressure irregularities on a scan tool.

Where to look: Twin turbochargers mounted low on the engine block, V-bank between cylinder banks and on exhaust manifold side

Parts involved: Turbocharger.

Ask the seller

“Has any turbo or wastegate inspection or replacement been carried out?”
“Does the turbo rattle persist after the engine has fully warmed up or under hard acceleration?”
“Has a scan tool check ever shown boost pressure deviation fault codes?”

02F33A-FTV Diesel Particulate Filter Blockage from Incomplete Regeneration

Ask seller about primary usage — city vs highway.diesel2021–2024EngineCan't confirm for this car$350–$6,500

CommonEngine $350–$6,500 to fix

Can't confirm for this car

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.

Symptoms to 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

What to check

Ask seller about primary usage — city vs highway.
Request any forced regeneration workshop records.
Inspect exhaust for abnormal soot residue around tailpipe.
A soot load percentage read via Toyota Techstream or compatible scanner is definitive.
If a workshop inspection is possible: Check for DPF warning lamp history via OBD scan (stored fault codes for soot overload or incomplete regen).

Where to look: DPF canister in exhaust system, underfloor behind engine, ahead of rear axle

Parts involved: Diesel particulate filter.

Ask the seller

“Has the vehicle primarily been used for city or short-trip driving, or mainly highway and highway/off-road?”
“Has a DPF warning light ever appeared, and if so what was done to resolve it?”
“Can I see the current DPF soot load percentage from a scan tool before purchase?”

03Transfer Case Hi-Lo Actuator Electronic Fault

With the vehicle stationary, attempt to select Lo range and verify clean engagement with no warning lights.2021 onwardTransmissionCan't confirm for this car$1,500–$4,500

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

With the vehicle stationary, attempt to select Lo range and verify clean engagement with no warning lights.
Scan for transfer case or 4WD system fault codes.
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?”

04F33A-FTV AdBlue / SCR System Fault and DEF Injector Failure

Check the AdBlue tank level and condition — discoloured or cloudy fluid suggests contamination.diesel2021–2024EngineCan't confirm for this car$450–$3,500

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.

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

Check the AdBlue tank level and condition — discoloured or cloudy fluid suggests contamination.
Request a scan tool check for any SCR system, NOx sensor, or AdBlue dosing fault codes.
Ask whether any AdBlue warning lights have appeared.
Inspect the dosing injector port in the exhaust pipe for white crystalline residue around the fitting.
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?”

05F33A-FTV EGR Valve and Cooler Carbon Fouling

Ask for any EGR-related service or fault code history.diesel2021–2024EngineCan't confirm for this car$650–$2,800

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?”

06Intercooler Boost Pipe Separation Under Load

With the engine cold, trace both intercooler charge pipes from turbo outlets to intake manifold.2021–2024EngineCan't confirm for this car$180–$900

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

With the engine cold, trace both intercooler charge pipes from turbo outlets to intake manifold.
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.
Check factory clamp tightness at all coupler joints by hand.
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?”

07V35A-FTS Fuel Injector Rattle / Ticking Noise (TSB)

petrol2021–2024EngineCan't confirm for this car$0–$3,200

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.

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

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.
Confirm noise is not valve train or exhaust.
Ask dealer to check TSB history on the VIN for injector-related bulletins.
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?”

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.2021–2024SuspensionCan't confirm for this car$1,800–$5,500

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 onwardBrakesCan't confirm for this car$800–$2,500

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.2021–2024SuspensionCan't confirm for this car$400–$2,800

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 LeaksCan't confirm for this car$2,000–$6,000

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.

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?”

What these repairs cost on other cars

Some of the Toyota LC300’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 faults Toyota RAV463 documented faults Toyota Hilux59 documented faults Toyota Yaris Cross11 documented faults Toyota Blade10 documented faults Toyota Corolla Cross10 documented faults

Toyota LC300 buyer questions

Is the Toyota LC300 reliable?

Like any used car, it depends on the specific example and its service history. Across the 11 documented faults for the Toyota LC300, the recurring problem areas are fluid leaks, engine, and suspension. A Toyota LC300 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 LC300?

We've catalogued 11 known faults for the Toyota LC300, covering fluid leaks, engine, and suspension. All 11 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 LC300?

Most single repairs on the Toyota LC300 fall between $450–$3,500 at NZ independent-workshop rates. Some of the 11 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 LC300?

Yes. A Toyota LC300 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.