There are two questions that need to be answered when it comes to the new Toyota HiLux. The first is, how good is it? The other, more philosophical, one: is it good enough? We’ll deal with the first and return to the second at conclusion time.
A new Toyota HiLux is a big deal. It’s been battling with the Ford Ranger for Australian sales supremacy for much of the past decade, so if a review’s relevance is dictated by the popularity of the vehicle, this is right up there.
A new Toyota HiLux is also – at best – a once-a-decade event, so it’s curious that underneath that bluff, squinty front end and those new taillights is a lot of familiar gear. Dimensionally, bar a 5mm reduction in length, the new car is identical to its predecessor.
Likewise, it’s business as usual under the bonnet, with a 2.8-litre four-cylinder turbo diesel producing 150kW and 500Nm if you choose the six-speed auto, or 420Nm if you want to change your own gears with the six-speed manual.
There is no full-time all-wheel drive option, Toyota offering the traditional 2H (rear-wheel drive), 4H and 4L with a locking rear diff as standard. Despite these similarities, prices have increased by $3320 for the manual to $63,990 plus on-road costs.
The auto has increased by $2730 to $65,990 (+ORCs). This puts it in the absolute meat of the dual-cab segment with major rivals from BYD to Volkswagen and everyone in between. The SR5 is the first rung on the HiLux ladder that includes some luxuries.
The interior is where this new model has taken the biggest strides over its predecessor and it comes relatively well-equipped, with more convenience features. Heated front seats, a heated leather steering wheel, and a central cooler box are standard.
So too are keyless entry and start, dual-zone climate control with rear air vents, dual gloveboxes, in-dash cupholders, dual USB-C ports front and rear, wireless charging and a 220-volt AC outlet, though the latter is in the centre console, which is a very strange spot.
The infotainment screen grows from 7.0 to 12.3-inches and includes wireless smartphone mirroring, in-built sat-nav, and Toyota Essentials Connected Services (Emergency Call and automatic collision notification).
It also scores one year’s complimentary access to Toyota Connect (remote vehicle control, guest driver alerts etc.). Externally, there’s 18-inch alloys with 265/60 tyres and ‘high grade’ LED headlights.
That’s not the whole story, though, as prestige paint is an extra $675 and the premium interior pack – as fitted to our test car – adds another $2500. This includes leather-accented upholstery.
It adds an eight-way power adjustable driver’s seat and a premium JBL stereo that ups the speaker count from eight to nine. Unless you have the manual, that is, in which case you lose the premium stereo as well as the digital panoramic camera and multi-terrain monitor.
All up, a HiLux SR5 in its ideal specification is the best part of $70,000 before on-road costs, which makes some of the equipment omissions a bit galling. The central locking doesn’t include the tailgate, for example.
There is no tub liner of any kind or lighting and there is a tow bar receiver but no tongue, ball or wiring harness, let alone an electronic brake controller. When newer and cheaper rivals are fitted with everything under the sun, any missing kit is conspicuous in its absence.
Thankfully, Toyota has fixed the previous HiLux’s payload shortcomings. Kerb weight has stayed more or less static at 2180kg (with the Premium interior, 2155kg without), but the Gross Vehicle Mass (GVM) has increased by 70kg to 3120kg.
Toyota also offers a factory-backed GWM upgrade to 3500kg on SR5 models. What’s more, the Gross Combined Mass (GCM) has increased from 5850kg to 6300kg.
Whereas previously a HiLux SR5 towing the maximum 3500kg would have just 200kg of payload flexibility, the new model ups this to 620kg. Toyota also hasn’t skimped on safety, with the HiLux earning a five-star ANCAP rating.
That’s thanks to scores of 84 per cent for adult occupant protection, 89 per cent for child occupant protection and 82 per cent for both vulnerable road user protection and safety assist.
According to the official figures, the manual is slightly more frugal at 7.1-litres/100km (combined) to the auto’s 7.2-litres/100km, despite the latter using 48-volt mild-hybrid tech. It’s close enough that driving style will likely be the greater differentiator.
You’re unlikely to achieve those figures regardless. Toyota remains committed to six-monthly service intervals (or 10,000km, whichever comes first). Capped price servicing is available for the first five years or 100,000km.
At $395 a service you’re shelling out $3950 over that period thanks to needing 10 visits. A Ford Ranger costs literally half as much ($1995) over the same period, Mitsubishi charges $2705 and Nissan $2495.
On the road, the new HiLux is a C student. Reasonably adept, no glaring shortcomings, but also no standout abilities. Actually, that’s not fair, as Toyota’s off-road traction control system remains possibly the best in the business.
The engine is acceptably powerful if quite noisy, the automatic gearbox is smooth enough, though has a strange habit of occasionally holding gears to almost redline for no apparent reason and manual requests take an age to be answered.
A softer rear end for SR5 models and above provides a reasonable level of ride quality and there are now disc brakes at both ends, while the new electrically assisted power steering is accurate and well-weighted, making it easy for the driver to place the vehicle.
However, not only is there no limited-slip diff at the rear, the open diff is one of the loosest I’ve ever experienced. While the stability control works admirably, the HiLux is fundamentally extremely traction-limited on a wet or slippery surface.
That’s exacerbated by dreadful tyres that lack any sort of purchase on anything but dry tarmac. Inside, soft-touch materials on the centre console, door tops and sills give a decent impression of perceived quality.
Large buttons for all major functions make it an easy interior to navigate, but the heated seats badly need a dual-stage function as they’re either off or hot enough to cook your dinner on. The carryover dimensions mean space remains tight too.
And it’s here we return to our initial questions. Is the new Toyota HiLux good? No, I would say it’s acceptable but nothing more. The interior is substantially improved, and the payload increase is welcome.
The carryover powertrain could be defended on the grounds of dependability and reliability, but this is a lot of money for a ute that still needs a decent aftermarket spend to add basics that are included on rivals and the driving experience is middle of the road.
As for whether it’s good enough, the sales figures suggest it is and existing HiLux owners will appreciate a familiar environment with worthwhile improvements. Toyota’s badge and reputation for reliability is doing a lot of heavy lifting here, though.
That aside, the new HiLux doesn’t offer a convincing argument to buy it over any of its many rivals. You can find out more on the Toyota Australia website, or by talking to your local dealership.
To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by Toyota Australia for independent review purposes. Exhaust Notes Australia has not been paid to review this vehicle. Images supplied.
