B8

On driveaway pricing the B8 undercuts the LandCruiser it targets. The seven-seat 7S opens at $99,518 driveaway and the six-seat 6S at $106,980, as of mid-2026, where a LandCruiser 300 GX lands around $107,315. For that money the Denza hands you 425kW, a five-star rating, Nappa or premium leather and a six-year warranty, well beyond what Toyota fits at the price. What the LandCruiser holds is the part no discount buys: a proven driveline and a resale record a brand this new simply cannot have yet. The Denza wins the sticker, the Toyota wins the long game.

Charged nightly it is cheap to run, run flat on a long tour it is thirstier than a diesel. Denza quotes 3.9L/100km on the WLTC cycle with the 36.8kWh battery charged and a claimed 100km of electric range, so a plugged-in commute uses almost no fuel, while a flat battery pushes consumption to 11.36L/100km on the same cycle, offset by a 91-litre tank. Servicing is capped at $3,745.50 across five years on 12-month or 20,000km intervals, as of 2026, and the warranty is six years or 150,000km, with eight on the battery. Do your commuting on charge and the sums are excellent.

The B8 is rated to tow 3,500kg braked and 750kg unbraked, matching a LandCruiser and Prado on the headline. A drawbar and 12-pin plug are fitted as standard. The catch is the arithmetic. Its gross combination mass is 7,174kg, and with a 3,500kg trailer and its own 3,290kg kerb weight subtracted, only a few hundred kilograms of its 702kg payload rating remain for people and gear. Tow near the limit and a lighter Prado keeps far more in reserve. The B8 will pull a big van, just load it carefully, because the weight that helps it feel planted also spends your margin.

On geometry it is well armed: 310mm of ground clearance, 890mm of wading with the DiSus-P suspension raised, 34 degrees of approach and 35 of departure. Every B8 has a locking rear differential and the 6S adds a front one, plus terrain modes for sand, rock and mud. The asterisk is the driveline. There is no traditional low-range transfer case; the B8 uses an electronically controlled rear gearset with the front motor speed-matched, and some reviewers question whether that counts as genuine low-range. Add 3,290kg to move and it is capable rather than exceptional on technical ground. For touring and dirt roads it has plenty, for serious rock work the weight is the enemy.

Both share the 425kW drivetrain, the rear locker and the full safety kit, so the choice is a seat layout and one differential. At 2026 prices, the 6S at $106,980 is the only B8 with a locking front differential to pair with the standard rear one, the upgrade that earns its keep off-road. It also swaps the third row for two captain's chairs with leg rests and a massage function, trades premium leather for Nappa and gains a head-up display. The 7S, at $99,518, keeps seven seats and the rear locker and gives up little else. Want the hardware and the plush cabin, take the 6S, need the extra seat, take the 7S.

The B8 carries a five-star ANCAP rating with a 2025 datestamp that runs to December 2031 and applies to every variant. The provenance is worth knowing: ANCAP based the rating on crash-testing the smaller Denza B5, accepted technical evidence the results carried across, then ran extra front-end testing on the B8, which returned a 75% vulnerable-road-user score. On the other pillars it scores 86% adult occupant, 95% child occupant and 78% safety assist. Autonomous emergency braking, lane keeping and the rest of the active suite are standard. It is a real five-star result, just one earned partly by proxy rather than by crashing a B8.

Australian sources cannot agree on a total. Denza's own marketing leans on a big airbag count, some outlets tally as few as nine and others as many as fourteen, and ANCAP lists the coverage without publishing a number, so the count is the wrong thing to chase. What the B8 actually fits is dual frontal airbags, front side chest airbags, a far-side airbag for the driver and a centre airbag up front, with side airbags carried into the second and third rows and curtains running the length of the cabin. ANCAP flags one gap worth knowing: no top tethers in the third row, so it advises against fitting child seats back there. Judge the spread, not the tally.